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i
CONS1011-2 NASA TM- 73757
(NASA-TN-73757) BASELINE TESTS OF WTHE C H N78-17942 WATEEIAN DAF ELECTRIC PASSENCER VEHICLE (NASA) 113 p HC A06MF A01 CSCL 13F
Unclas G385 05395
BASELINE TESTS OF THE C H WATERMAN DAF ELECTRIC PASSENGER VEHICLE
Noel B Sargent Edward A Maslowski Richard F Soltis and Richard M Schuh National Aeronautics and Space Administration
- Lewis Research Center Cleveland Ohi 44135 - -
October 1977
REPRODUCED BY
NATIONAL TECHNICALINFORMATION SERVICE
OF COMMERCE USDEPARIMENT VA22161SPRINGFIELD
Prepared for
DEPARTMENT OF ENERGY Division of Transportation Energy Conservation Under Interagency Agreement EC-77-A-31-1011
NOTICE-
This report was prepared to document work sponsored by
the United States Government Neither the United States
nor its agent the United States Energy Research and
Development Administration nor any Federal employees
nor any of their contractors subcontractors or their
employees makes any warranty express or implied or
assumes any legal liability or responsibility for the
accuracy completeness or usefulness of any informashy
tion apparatus product or process disclosed or
represents that its use would not infringe privately
owned rights
I Report No 2 Government Accesion No 3 Recipients Catalog No
NASA TM-73757 1 4 Title and Subtitle 5 Report Date
BASELINE TESTS OF THE C H WATERMAN DAF October 1977 6 Performing Organization CodeELECTRIC PASSENGER VEHICLE
7 Author(s) 8 Performing Organization Report No Noel B Sargent Edward A Maslowski Richard F Soltis E-9388 and Richard M Schuh 10 Work Unit No
9 Performing Organization Name and Address
National Aeronautics and Space Administration11 Contract or Grant No
Lewis Research CenterCleveland Ohio 44135 13 Type of Report and Period Covered
12 Sponsoring Agency Name and Address Department of Energy - -
Division of Transportation Energy Conservation 14
Technical Memorandum
Sponsoring Agency e-Report No
Washington DC 20545 CONS1011-2 1 Supplementary Notes
Prepared under Interagency Agreement EC-77-A-31-1011
16 Abstract
The C H Waterman DAF sedan an electric vehicle manufactured by C H Waterman Industries Athol Massachusetts was tested at the Dynamic Science Test Track in Phoenix Arizona as part of an Energy Research and Development Administration (ERDA) project to characterize the state-of-the-art of electric vehicles The Waterman vehicle performance test results are presented in this report The Waterman is a-converted fourshypassenger DAF 46 sedan It is powered by sixteen 6-volt trachon batteries through a three-step contactor controller actuated by a foot throttle to change the voltage applied to the 67-kW (9-hp) motor The braking system is a conventional hydraulic braking ststem
17 Key Words (Suggested by Author(s))
Electric vehicle 18 Distribution Statement
Unclassified - unlimited
Car
Test and evaluation Battery
STAR Category 85
ERDA Category UC-96
19 Security Ciassif (ofthisreport)
Unclassified
20 Security Classif (of this page)
Unclassified
21 No of Pager
116
22 Price
A06
For sale by the National Technical Information Service Springfield Virginia 22161
The Electric and Hybrid Vehicle Program
was conducted under the guidance of the
then Energy Research and Development
Administration (ERDA) now part of the
Department of Energy
CONTENTS
Page
SUMMARY 1
INTRODUCTION 2
OBJECTIVES 3
TEST VEHICLE DESCRIPTION 3
INSTRUMENTATION 4
TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7
TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12
COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17
VEHICLE RELIABILITY 18
DRIVER REACTION AND VEHICLE SERVICEABILITY 18
REFERENCE 19
APPENDIXES
A - VEHICLE SUMMARY DATA SHEET 43
B - DATA ACQUISITION 48
C - DESCRIPTION OF VEHICLE TEST TRACK 52
D - VEHICLE PREPARATION AND TEST PROCEDURE 54
E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65
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BASELINE TESTS OF THE C H WATERMAN DAF
ELECTRIC PASSENGER VEHICLE
Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh
Lewis Research Center
SUMMARY
The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report
The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided
All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows
Test speed or Type of test driving cycle
Range Road power kW
Road energy Energy consumption
mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile
40 kmh (25 mph) 95 59 30 027 012 098 044
50 kmh (31 mph) 93 58 40 29 13 78 35
Schedule B 67 42
The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent
Measurements were made to assess the performance of thevehicle components The performance was as follows
Charger efficiency over a complete 80 to 93charge cycle percent
Battery efficiency with 20 percent 3 overcharge percent
Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80
INTRODUCTION
The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government
The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
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DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
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120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
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vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
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through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
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The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
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and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
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W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
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Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
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transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
NOTICE-
This report was prepared to document work sponsored by
the United States Government Neither the United States
nor its agent the United States Energy Research and
Development Administration nor any Federal employees
nor any of their contractors subcontractors or their
employees makes any warranty express or implied or
assumes any legal liability or responsibility for the
accuracy completeness or usefulness of any informashy
tion apparatus product or process disclosed or
represents that its use would not infringe privately
owned rights
I Report No 2 Government Accesion No 3 Recipients Catalog No
NASA TM-73757 1 4 Title and Subtitle 5 Report Date
BASELINE TESTS OF THE C H WATERMAN DAF October 1977 6 Performing Organization CodeELECTRIC PASSENGER VEHICLE
7 Author(s) 8 Performing Organization Report No Noel B Sargent Edward A Maslowski Richard F Soltis E-9388 and Richard M Schuh 10 Work Unit No
9 Performing Organization Name and Address
National Aeronautics and Space Administration11 Contract or Grant No
Lewis Research CenterCleveland Ohio 44135 13 Type of Report and Period Covered
12 Sponsoring Agency Name and Address Department of Energy - -
Division of Transportation Energy Conservation 14
Technical Memorandum
Sponsoring Agency e-Report No
Washington DC 20545 CONS1011-2 1 Supplementary Notes
Prepared under Interagency Agreement EC-77-A-31-1011
16 Abstract
The C H Waterman DAF sedan an electric vehicle manufactured by C H Waterman Industries Athol Massachusetts was tested at the Dynamic Science Test Track in Phoenix Arizona as part of an Energy Research and Development Administration (ERDA) project to characterize the state-of-the-art of electric vehicles The Waterman vehicle performance test results are presented in this report The Waterman is a-converted fourshypassenger DAF 46 sedan It is powered by sixteen 6-volt trachon batteries through a three-step contactor controller actuated by a foot throttle to change the voltage applied to the 67-kW (9-hp) motor The braking system is a conventional hydraulic braking ststem
17 Key Words (Suggested by Author(s))
Electric vehicle 18 Distribution Statement
Unclassified - unlimited
Car
Test and evaluation Battery
STAR Category 85
ERDA Category UC-96
19 Security Ciassif (ofthisreport)
Unclassified
20 Security Classif (of this page)
Unclassified
21 No of Pager
116
22 Price
A06
For sale by the National Technical Information Service Springfield Virginia 22161
The Electric and Hybrid Vehicle Program
was conducted under the guidance of the
then Energy Research and Development
Administration (ERDA) now part of the
Department of Energy
CONTENTS
Page
SUMMARY 1
INTRODUCTION 2
OBJECTIVES 3
TEST VEHICLE DESCRIPTION 3
INSTRUMENTATION 4
TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7
TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12
COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17
VEHICLE RELIABILITY 18
DRIVER REACTION AND VEHICLE SERVICEABILITY 18
REFERENCE 19
APPENDIXES
A - VEHICLE SUMMARY DATA SHEET 43
B - DATA ACQUISITION 48
C - DESCRIPTION OF VEHICLE TEST TRACK 52
D - VEHICLE PREPARATION AND TEST PROCEDURE 54
E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65
iii
BASELINE TESTS OF THE C H WATERMAN DAF
ELECTRIC PASSENGER VEHICLE
Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh
Lewis Research Center
SUMMARY
The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report
The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided
All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows
Test speed or Type of test driving cycle
Range Road power kW
Road energy Energy consumption
mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile
40 kmh (25 mph) 95 59 30 027 012 098 044
50 kmh (31 mph) 93 58 40 29 13 78 35
Schedule B 67 42
The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent
Measurements were made to assess the performance of thevehicle components The performance was as follows
Charger efficiency over a complete 80 to 93charge cycle percent
Battery efficiency with 20 percent 3 overcharge percent
Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80
INTRODUCTION
The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government
The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
2
DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
3
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
I Report No 2 Government Accesion No 3 Recipients Catalog No
NASA TM-73757 1 4 Title and Subtitle 5 Report Date
BASELINE TESTS OF THE C H WATERMAN DAF October 1977 6 Performing Organization CodeELECTRIC PASSENGER VEHICLE
7 Author(s) 8 Performing Organization Report No Noel B Sargent Edward A Maslowski Richard F Soltis E-9388 and Richard M Schuh 10 Work Unit No
9 Performing Organization Name and Address
National Aeronautics and Space Administration11 Contract or Grant No
Lewis Research CenterCleveland Ohio 44135 13 Type of Report and Period Covered
12 Sponsoring Agency Name and Address Department of Energy - -
Division of Transportation Energy Conservation 14
Technical Memorandum
Sponsoring Agency e-Report No
Washington DC 20545 CONS1011-2 1 Supplementary Notes
Prepared under Interagency Agreement EC-77-A-31-1011
16 Abstract
The C H Waterman DAF sedan an electric vehicle manufactured by C H Waterman Industries Athol Massachusetts was tested at the Dynamic Science Test Track in Phoenix Arizona as part of an Energy Research and Development Administration (ERDA) project to characterize the state-of-the-art of electric vehicles The Waterman vehicle performance test results are presented in this report The Waterman is a-converted fourshypassenger DAF 46 sedan It is powered by sixteen 6-volt trachon batteries through a three-step contactor controller actuated by a foot throttle to change the voltage applied to the 67-kW (9-hp) motor The braking system is a conventional hydraulic braking ststem
17 Key Words (Suggested by Author(s))
Electric vehicle 18 Distribution Statement
Unclassified - unlimited
Car
Test and evaluation Battery
STAR Category 85
ERDA Category UC-96
19 Security Ciassif (ofthisreport)
Unclassified
20 Security Classif (of this page)
Unclassified
21 No of Pager
116
22 Price
A06
For sale by the National Technical Information Service Springfield Virginia 22161
The Electric and Hybrid Vehicle Program
was conducted under the guidance of the
then Energy Research and Development
Administration (ERDA) now part of the
Department of Energy
CONTENTS
Page
SUMMARY 1
INTRODUCTION 2
OBJECTIVES 3
TEST VEHICLE DESCRIPTION 3
INSTRUMENTATION 4
TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7
TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12
COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17
VEHICLE RELIABILITY 18
DRIVER REACTION AND VEHICLE SERVICEABILITY 18
REFERENCE 19
APPENDIXES
A - VEHICLE SUMMARY DATA SHEET 43
B - DATA ACQUISITION 48
C - DESCRIPTION OF VEHICLE TEST TRACK 52
D - VEHICLE PREPARATION AND TEST PROCEDURE 54
E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65
iii
BASELINE TESTS OF THE C H WATERMAN DAF
ELECTRIC PASSENGER VEHICLE
Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh
Lewis Research Center
SUMMARY
The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report
The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided
All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows
Test speed or Type of test driving cycle
Range Road power kW
Road energy Energy consumption
mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile
40 kmh (25 mph) 95 59 30 027 012 098 044
50 kmh (31 mph) 93 58 40 29 13 78 35
Schedule B 67 42
The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent
Measurements were made to assess the performance of thevehicle components The performance was as follows
Charger efficiency over a complete 80 to 93charge cycle percent
Battery efficiency with 20 percent 3 overcharge percent
Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80
INTRODUCTION
The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government
The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
2
DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
3
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
The Electric and Hybrid Vehicle Program
was conducted under the guidance of the
then Energy Research and Development
Administration (ERDA) now part of the
Department of Energy
CONTENTS
Page
SUMMARY 1
INTRODUCTION 2
OBJECTIVES 3
TEST VEHICLE DESCRIPTION 3
INSTRUMENTATION 4
TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7
TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12
COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17
VEHICLE RELIABILITY 18
DRIVER REACTION AND VEHICLE SERVICEABILITY 18
REFERENCE 19
APPENDIXES
A - VEHICLE SUMMARY DATA SHEET 43
B - DATA ACQUISITION 48
C - DESCRIPTION OF VEHICLE TEST TRACK 52
D - VEHICLE PREPARATION AND TEST PROCEDURE 54
E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65
iii
BASELINE TESTS OF THE C H WATERMAN DAF
ELECTRIC PASSENGER VEHICLE
Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh
Lewis Research Center
SUMMARY
The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report
The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided
All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows
Test speed or Type of test driving cycle
Range Road power kW
Road energy Energy consumption
mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile
40 kmh (25 mph) 95 59 30 027 012 098 044
50 kmh (31 mph) 93 58 40 29 13 78 35
Schedule B 67 42
The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent
Measurements were made to assess the performance of thevehicle components The performance was as follows
Charger efficiency over a complete 80 to 93charge cycle percent
Battery efficiency with 20 percent 3 overcharge percent
Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80
INTRODUCTION
The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government
The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
2
DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
3
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
CONTENTS
Page
SUMMARY 1
INTRODUCTION 2
OBJECTIVES 3
TEST VEHICLE DESCRIPTION 3
INSTRUMENTATION 4
TEST PROCEDURES 5Range Tests at Constant Speed 5Range Tests under Driving Schedules 6Acceleration and Coast-Down Tests 6Braking Tests 6Tractive Force Tests 7Charger Efficiency Tests 7
TEST RESULTS 8Range 8Maximum Acceleration 8Gradeability 9Gradeability Limit 9Road Energy Consumption 10Road Power Requirements i IIndicated Energy Consumption i11Braking Capability 12
COMPONENT PERFORMANCE AND EFFICIENCY 12Battery Charger 12Batteries 13Controller 17Motor 17
VEHICLE RELIABILITY 18
DRIVER REACTION AND VEHICLE SERVICEABILITY 18
REFERENCE 19
APPENDIXES
A - VEHICLE SUMMARY DATA SHEET 43
B - DATA ACQUISITION 48
C - DESCRIPTION OF VEHICLE TEST TRACK 52
D - VEHICLE PREPARATION AND TEST PROCEDURE 54
E - ELECTRIC AND HYBRID VEHICLE TEST ANDEVALUATION PROCEDURE 65
iii
BASELINE TESTS OF THE C H WATERMAN DAF
ELECTRIC PASSENGER VEHICLE
Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh
Lewis Research Center
SUMMARY
The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report
The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided
All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows
Test speed or Type of test driving cycle
Range Road power kW
Road energy Energy consumption
mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile
40 kmh (25 mph) 95 59 30 027 012 098 044
50 kmh (31 mph) 93 58 40 29 13 78 35
Schedule B 67 42
The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent
Measurements were made to assess the performance of thevehicle components The performance was as follows
Charger efficiency over a complete 80 to 93charge cycle percent
Battery efficiency with 20 percent 3 overcharge percent
Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80
INTRODUCTION
The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government
The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
2
DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
3
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
BASELINE TESTS OF THE C H WATERMAN DAF
ELECTRIC PASSENGER VEHICLE
Noel B Sargent Edward A MaslowskiRichard F Soltis and Richard M Schuh
Lewis Research Center
SUMMARY
The C H Waterman DAF sedan an electric passengervehicle manufactured by C H Waterman AtholMassachusetts was tested at the Dynamic Science Test Trackin Phoenix Arizona between January 17 and March 18 1977The tests are part of an Energy Research and DevelopmentAdministration (ERDA) project to characterize thestate-of-the-art of electric vehicles The Waterman vehicleperformance test results are presented in this report
The Waterman vehicle is a four-passenger DAF 46 sedanthat has been converted to an electric vehicle It ispowered by sixteen 6-volt traction batteries through athree-step contactor controller actuated by a foot throttleto change the voltage applied to the 67-kilowatt (9-hp)motor The braking system is a conventional hydraulicbraking system Regenerative braking was not provided
All tests were run at the gross vehicle weight of 1365kilograms (3010 ibm) The results of the tests are asfollows
Test speed or Type of test driving cycle
Range Road power kW
Road energy Energy consumption
mil _ ___kh____km mile MJkmN kWhmale MJkm kWhmile
40 kmh (25 mph) 95 59 30 027 012 098 044
50 kmh (31 mph) 93 58 40 29 13 78 35
Schedule B 67 42
The Waterman DAF was able to accelerate from 0 to 32kilometers per hour (0 to 20 mph) in 14 seconds and from 0to 48 kilometers per hour (0 to 30 mph) in 29 seconds Thegradeability limit was 18 percent
Measurements were made to assess the performance of thevehicle components The performance was as follows
Charger efficiency over a complete 80 to 93charge cycle percent
Battery efficiency with 20 percent 3 overcharge percent
Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80
INTRODUCTION
The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government
The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
2
DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
3
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
Charger efficiency over a complete 80 to 93charge cycle percent
Battery efficiency with 20 percent 3 overcharge percent
Controller efficiency percent gt99Motor efficiency at constant speed percent 73 to 80
INTRODUCTION
The vehicle tests and the data presented in this reportare in support of Public Law 94-413 enacted by Congress onSeptember 17 1976 The law requires the Energy Researchand Development Administration (ERDA) to develop datacharacterizing-the state-of-the-art of electric and hybridvehicles The data so developed are to serve as a baseline(1) to compare improvements in electric and hybrid vehicletechnologies (2) to assist in establishing performancestandards for electric and hybrid vehicles and (3) to helpguide future research and development activities
The National Aeronautics and Space Administration(NASA) under the direction of the Electric and HybridResearch Development and Demonstration Office of theDivision of Transportation Energy Conservation of ERDA isconducting track tests of electric vehicles to measure theirperformance characteristics and vehicle componentefficiencies The tests were conducted according to ERDAElectric and Hybrid Vehicle Test and Evaluation Proceduredescribed in appendix E This procedure is based on theSociety of Automotive Engineers (SAE) J227a procedure(ref 1) Seventeen electric vehicles have been testedunder this phase of the program 12 under the direction ofthe Lewis Research Center 4 under the direction ofMERADCOM and 1 by the Canadian government
The assistance and cooperation of C H Waterman thevehicle manufacturer is greatly appreciated The EnergyResearch and Development Administration provided fundingsupport and guidance during this project
US customary units were used in the collection andreduction of data The units were converted to theInternational System of Units for presentation in thisreport US customary units are presented in parenthesesThe parameters symbols units and unit abbreviations usedin this report are listed here for the convenience of thereader
2
DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
3
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
DRIGINAIJ PAGE IS () POOR QUALY
Parameter Symbol SI units US customary units
Unit Abbrevia- Unit Abbreviashytion tion
2Acceleration a meter per second squared s mile per hour per second mphs2 2 2
Area --- square meter m square foot square inch ft n
Energy --- megajoule NJ kilowatt hour kWh
Energy consumption E megajoule per kilometer n k kilowatt hour per mile kWhmileEnergy economy --- megajoule per kilometer MJkm kilowatt hour per mile kWhmileForce P newton N pound force lbfIntegrated current --- ampere hour Ah ampere hour AhLength --- meter m inch foot mile in ftMass weight W kilogram kg pound mass ibmPower P kilowatt kW horsepower hpPressure --- kilopascal kPa pound per square Inch psiRange --- kilometer km mile ---
Specific energy --- megajoule per kilogram MJkg watt hour per pound wlbm Specific power --- kilowatt per kilogram kWkg kilowatt per pound kWlbmSpeed V kilometer per hour kmh mile per hour mph
3 ft3in Volume --- cubic meter m cubic inch cubic foot
OBJECTIVES
The characteristics of interest for the Waterman DAFare vehicle speed range at constant speed range overstop-and-go driving schedules maximum accelerationgradeability gradeability limit road energy consumptionroad power indicated energy consumption brakingcapability battery charger efficiency batterycharacteristics controller efficiency and motorefficiency
TEST VEHICLE DESCRIPTION
The C H Waterman DAF sedan is a converted DAP 46sedan propelled by a DC series electric motor and powered bysixteen 6-volt traction batteries A three-step contactorcontroller actuated by a foot throttle changes the voltageapplied to the 67-kilowatt (9-hp) motor A two-positiongearshift selector is provided for forward and reverse Thevehicle is accelerated by depressing the accelerator throughthe three contactor steps and then actuating the overdriveswitch on the dash This switch applies power to an airpump that compresses a variable-pulley sheave transmissionto increase the speed of the vehicle The vehicle is shownin figure 1 and described in detail in appendix A The
3
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
120-volt AC battery charger on board the vehicle providedcharge to both the traction batteries and the accessorybattery The vehicle manufacturer specifies 10 hours tocompletely recharge fully discharged batteries but for thetrack tests a longer period was used to assure completerecharging No regenerative braking was provided on thisvehicle The controller charger and front battery packare shown in f-igure 2 -
INSTRU4ENTATION
The C H Waterman DAF vehicle was instrumented tomeasure vehicle speed and range battery current motorcurrent voltage and speed temperatures of the motor frameand battery case and battery charger power Most of thesedata were telemetered to a central instrumentation facilitywhere they were recorded on magnetic tape The telemetrysystem is shown in figure 3 and described in appendix B
A schematic diagram of the electric propulsion systemwith the instrumentation sensors is shown in figure 4 ANucleus Corporation Model NC-7 precision speedometer (fifthwheel) was used to measure vehicle velocity and distancetraveled Auxiliary equipment used with the fifth wheelincluded a Model ERP-Xl electronic pulser for distancemeasurement a Model NC-PTE pulse totalizer a Model ESSEexpanded-scale speedometer and a programmable digitalattenuator The fifth wheel was calibrated before each testby rotating the wheel on a constant-speed fifth wheelcalibrator drum mounted on the shaft of a synchronous ACmotor The accuracy of the distance and velocity readingswas within +05 percent of the readings Distance andvelocity were recorded on magnetic tape through thetelemetry system
The integrated battery current was measured for thebattery pack with a current shunt and an on-board currentintegrator It was recorded manually after each test Thismeasurement provides the ampere-hours delivered by one-halfof the battery pack The current integrator is a ModelSHR-C3 Curtis current integrator and was calibratedperiodically to within +1 percent of reading
Motor current motor voltage and motor speed weremeasured to determine motor performance A 500-amperecurrent shunt was used to measure motor current Motorshaft speed was measured by means of a light-reflectingphotoelectric sensor that detects the passage of a strip ofreflecting paint on the flywheel These measurements weretelemetered and recorded on magnetic tape Temperatures onthe motor and on both front and rear battery packs were
4
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
monitored and continuouslyrecorded on magnetic tape duringthe tests In addition battery electrolyfe temperaturesand specific gravities were measured manually before andafter the tests
Power for the fifth wheel and current integrator wasprovided from a 12-volt starting lighting and ignition(SLI) instrumentation battery A Tripp Lite 500-watt DCACinverter provided the AC power The power for the telemetrysystem was obtained from a battery power pack described inappendix B
All instruments were calibrated periodically Theintegrators and strip-chart recorders were calibrated with aHewlett-Packard Model 6920 B meter calibrator which has anaccuracy of 02 percent of reading and a usable range ofbetween 001 and 1000 volts
The current and voltage into the battery and the energyinto the battery charger were measured while the battery wasbeing recharged after each test The current and voltage tothe battery were recorded on a Honeywell 195 Electroniktwo-channel strip-chart recorder The current measurementused a 500-ampere current shunt in all the tests except inone series In these tests to measure charger efficiency alaboratory-type wattmeter with Hall-effect current sensorsmanufactured by Ohio Semitronics Inc was used Theenergy delivered to the charger was measured with a GeneralElectric 1-50A single-phase residential kilowatt-hour meter
TEST PROCEDURES
The tests described in this report were performed atthe Dynamic Science Test Track a two-lane 322-kilometer(2-mile) asphalt track located in Phoenix Arizona Acomplete description of the track is given in appendix CWhen the vehicle was delivered to the test track thepretest checks described in appendix D were conducted Thefirst test was a formal shakedown to familiarize the driverwith the operating characteristics of the vehicle to checkout all instrumentation systems and to determine thevehicles maximum speed (appendix D) All tests were run inaccordance with ERDA Electric and Hybrid Vehicle Test AndEvaluation Procedure ERDA-EHV-TEP (appendix E) at the grossweight of the vehicle 1365 kilograms (3010 ibm)
Range Tests at Constant Speed
The vehicle speed for the highest constant-speed rangetest was determined during checkout tests of the vehicleIt was specified as 95 percent of the minimum speed the
5
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
vehicle could maintain on the test track when it wastraveling at full power This speed was 50 kilometers perhour (31 mph) for the Waterman DAF
Range tests at constant speeds were run at 40 and 50kilometers per hour (25 and 31 mph) The speed was heldconstant within +16 kilometers per hour (I mph) and thetest was terminated when the vehicle could no longermaintain 95 percent of the test speed The range tests wererun at least twice at both speeds
Range Tests under Driving schedules
Only the 32-kilometer-per-hour (20-mph) schedule Bstop-and-go driving cycle shown in figure 5 was run withthis vehicle The Waterman DAF was unable to acceleraterapidly enough to meet schedule C A complete descriptionof cycle tests is given in appendix E A specialinstrument called a cycle timer was developed at the LewisResearch Center to assist in accurately running these testsDetails of the cycle timer are given in appendix D Thecycle tests were terminated when the test speed could not beattained in the time required under maximum acceleration
Acceleration and Coast-Down Tests
The maximum acceleration of the vehicle was measured ona level road with the battery fully charged and 40 and 80percent discharged Four runs two in each direction wereconducted at each of these three states of charge Depth ofdischarge was determined from the number of ampere-hoursremoved from the batteries Acceleration runs were made onthe southern straight section of the track and coast-downson the northern straight section (appendix C fig C-I)Coast-down data were taken after the acceleration test withthe transmission inneutral and with fully charged batteriesin order to1ta$f the coast-down run from the maximumattainable vehtcld speed
Braking Tests
Braking tests on the vehicle were conducted
(1) To determine the minimum stopping distance in astraight-line emergency stop
(2) To determine the controllability of the vehiclewhile braking in a turn on both wet and drypavement
(3) To determine the brake recovery after being driven
6
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
III film
if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
I I If I Hi 11111111 flit I III it NQ Philliff 1111111blitill IH f IN It In 11 1 In IIIIIIII it Ill I Fit 111111411 1 Ill
fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
I I ill tilliffinift Ill Jill NJ JOIN 6 11 WE ilif I I HI 11- N111111NJ I1111111111111H IV I ININIIIIIIIIIII if 41 1 It I
I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes
(4) To determine the parking brake effectiveness on anincline
Instrumentation used during the braking test included afifth wheel programmed to determine stopping distance abrake pedal force transducer and a decelerometer Acomplete description of the braking tests is given in thediscussion of test results and in appendix E
Tractive Force Tests
The maximum grade climbing capability of the testvehicle was determined from tractive force tests by towing asecond vehicle The driver of the towed vehiclei byapplying the footbrake maintained a speed of about 3kilometers per hour (2 mph) while the test vehicle was beingdriven with a wide-open throttle The force was measured bya 13 000-newton (3000 lbf) load cell attached to the towchain between the vehicles The test was run with thebatteries fully charged and 40 and 80 percent discharged
Charger Efficiency Tests
Two methods were used to determine charger efficiencyas a function of charge time In the first methdd aresidential kilowatt-hour meter was used to measure inputpower to the charger by counting rotations of the disk andapplying the meter manufacturers calibration factor Thecharger output power was determined by multiplying theaverage value of current by the average value of voltageResidential kilowatt-hour meters are calibrated forsinusoidal waves only The error in measuring input powerdepends on the wave shape and may be as high as 5 percentThe method of determining output power is correct only wheneither the voltage or the current is a constant during eachcharging pulse The battery voltage does change during eachcharging pulse which introduces a small error The currentshunts used to measure current are inaccurate for pulsingcurrent The error depends on frequency and wave shape andmay exceed 10 percent
In the other method used for determining chargerefficiency a 50-kilowatt power meter was used on both theinput and output of the charger and a Hall-effect currentprobe was used for current measurements To minimizeerrors the same meter and current probe were used for boththe input measurement and the output measurement Theaverage power measured was about 4 percent of full scale
7
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
I II NNIN 1 1111 I I IIIIIIIIIIIII111111131thIitll HIP IIIIIPIIMINN IfIfIllililill-IlliNfillill If
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if
MINNII
1IfIf
fflif 11111511111111 IN if ANN 111111111I I i I III IN fit I fill JOH N 411111111111Ill IIII NJfillfliffillillill ITI If lilt 1 11 1 fit IV111111hillfillf TNIIII III
H E I I III I HillIIIENHEitiffill I 11 oil 11011111i to I I III I
it Ii If I V 11OTH It I I fit Ill if IIII HN
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fit IN Ill lilt I Ififin I I I III U I 1 111111111 illill NNW IIIIff IN lilt Il4llNIIIHIIN1I I N MI U 1 1 W liH111111140JOHN11111111ill Ili
I 1 11 1 111 11 filing N IN 1 1 M I 1111114111jillIlifilliIIIIIII ft ill ill MIMI It IN I fill 140111i10111111 Iifittlin
ffi fi In Hilill JIM N IN I 11111111111111011 lilt Jill a N O I ill Ill lilt In IIin limillillifliffl ill PH-I
REITO 1111111 IN I Itilliff till If- it1 411111 Nflitiffil JU NIN m i I I It I tilt 1111 inNINOill 11 1 V-11
111 lfllllHg lilt INININIllNINE RI Pill11 Ill lilt Ili fll I i 1 6 ixI 11111111 it ItMINI III I till Ill- I IN if I if] fit] iffil III O w in it 11 till ill 0 111-1fil
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I UNM a l 11 IIH H ILIill 1 11 1111 EFFIE I
if 4 JAI H 1 41 it ill HIM 1111111 fit Hillifil
I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)
The influence of -these inaccuracies on the determination ofcharger efficiency is discussed in the component section ofthis report
TEST RESULTS
Range
The data collected from all the range tests aresummarized in table I Shown in the table are the testdate the type of test the environmental conditions therange test results the ampere-hours into and out of thebattery and the energy into the charger These data wereused to determine vehicle range battery efficiency andenergy consumption
During most of the test period the winds were variable and gusty Even though the wind was less than 16 kilometersper hour (10 mph) on several occasions the wind was blowingin different directions and at different velocities at twopositions on the track There was no indication that thisvariation in wind velocity significantly affected the rangeor other test results as long as the measured winds wereless than about 16 kilometers per hour
The maximum speed of the vehicle was measured duringthe checkout tests It is defined as the average speed thatcould be maintained on the track under full power Themeasured maximum speed was 58 kilometers per hour (36 mph)for this vehicle This differs from the maximum speed usedin the range tests
Two 40-kilometer-per-hour (25-mph) five50-kilometer-per-hour (31-mph) and three schedule B rangetests were run All the test results are shown in table ITwo of the 50-kilometer-per-hour-test results were lostbecause of vehicle problems and one of the schedule B testresults because of driver error All the remaining rangetest results were within +5 percent of the mean
Maximum Acceleration
The maximum acceleration of the vehicle was determinedwith the batteries fully charged and 40 and 80 percentdischarged Vehicle speed as a function of time is shown infigure 6 and table II The average acceleration an wascalculated for the time period tn_1 to tn where thevehicle speed increased from Vn_1 to Vn from theequation
Vn -V n 1 an= t - 1
8
and the average speed of the vehicle V from the equation
V +Vn n-i
2Maximum acceleration as a function of speed is shown infigure 7 and table III
Gradeability
The maximum specific grade in percent that a vehiclecan climb at an average vehicle speed V was determinedfrom maximum acceleration tests by using the equations
-1 -G = 100 tan (sin 01026 a ) for V in kmh in SI units
or
G = 100 tan (sin 00455 a ) for V in mph
in US customary units
where an is average acceleration in meters per secondsquared (mphsee) The maximum grade the Waterman DAF cannegotiate as a function of speed is shown on figure 8 andtable IV
Gradeability Limit
Gradeability limit is defined by the SAE J227aprocedure as the maximum grade on which the vehicle can justmove forward The limit was determined by measuring thetractive force with a load cell while towing a secondvehicle at about 3 kilometers per hour (2 mph) It wascalculated from the equations
Gradeability limit in percent = 100 tan sin-198
in SI units
or
Gradeability limit in percent = 100 tan (sin-1 )
in US customary units
where
P tractive force N (lbf)
9
W gross vehicle weight kg (ibm)
The Waterman DAF was capable of exerting the followingtractive forces for three states of battery discharge
(1) Fully charged 2400 newtons (540 lbf)
(21 40 Percent dtscharged 2200 newtons (495 ibf)
(3) 80 Percent discharged 2160 newtons (485 lbf)
At a vehicle weight of 1365 kilograms (3010 Ibm) theresulting gradeability limits were
(1) Fully charged 182 percent
(2) 40 Percent discharged 166 percent
(3) 80 Percent discharged 163 percent
Continuous belt slippage in the DAF variabletransmission was noted during these tests This slippagelowered the coefficient of friction between the belt and thepulley so that the gradeabilities were reduced at very lowspeeds The vehicle was easily driven up the 20 percentbrake slope at a constant speed of 16 kilometers per hour(10 mph) without belt slippage The gradeability limit isreduced to 18 percent at starting and increased to a maximumnear 10 kilometers per hour as shown in figure 8
Road Energy Consumption
Road energy is a measure of the energy consumed perunit distance in overcoming the vehicles aerodynamic androlling resistance plus the energy consumed in the differential drive shaft and the portion of the transmissionrotating when in neutral It was obtained during coast-downtests when the differential was being driven by the wheelsand thus may be different than the energy consumed when thedifferential is being driven by the motor
Road energy consumption En was calculated from the
following equations
E =278x0-4W tn
-l nMJkm n-i
n
or -5 V nshy
E=9O7xlO5 W tnshy tnl kWhmile
10
where
w vehicle mass kg (ibm)
V vehicle speed kmh (mph)
t time s
The results of the road energy calculations are shown infigure 9 and table V
Road Power Requirements
The road power is analogous to the road energy It isa measure of vehicle aerodynamic and rolling resistance plusthe power losses from the differential the drive shaft anda portion of the transmission The road power Pn requiredto propel a vehicle at various speeds is also determinedfrom the coast-down tests The following equations areused
V2V25_ P = 386xlG W n-l n kW n tn tnl
or2 2v _ vn-i n h
Pn 608xlO-5W n - tnI hpn -
The results of road power calculations are shown in fig
10 and table VI
Indicated Energy Consumption
The vehicle indicated energy consumption is defined asthe energy required to recharge the battery after a testdivided by the vehicle range achieved during the test wherethe energy is the input to the battery charger
The energy input to the battery charger was measuredwith a residential kilowatt-hour meter after each rangetest Some overcharge of the batteries was usually requiredin order to assure that all battery cells were fully chargedand that the pack was equalized The reported energy usagemay be higher than would be experienced with normal vehiclefield operation Indicated energy consumption as a functionof vehicle speed is presented in figure 11 and table VII forthe constant-speed tests
11
Braking Capability
Simplified braking capability tests were conductedaccording to the procedure outlined in appendix E in orderto provide a preliminary evaluation of the vehicles brakingcapabilities The procedure also includes tests forhandlingiat ERDAs direction but they were not conducted onthis vehicle
Straight-line stops - Six straight-line stops from 50kilometers per hour (31 mph) were made three from eachdirection Stopping distance varied from 152 meters (50ft) to 168 meters (55 ft)
Stops on a curve - Three stops were made going into a03-g curve from 50 kilometers per hour (31 mph) on drypavement turning right and three stops were made on thesame curve turning left No difficulties were encounteredin stopping within the 36-meter (12-ft) lane The stoppingdistance varied from 174 meters (57 ft) to 186 meters (61ft) The tests were repeated in a 02-g turn on wetpavement Again the vehicle stopped smoothly with no problems The stopping distances varied from 168 meters(55 ft) to 183 meters (60 ft)
Wet brake recovery - Three baseline stops were madefrom 48 kilometers per hour (30 mph) with dry brakesdecelerating at 3 meters per second squared (10 ftsee 2 )The average pedal force was 214 newtons (48 lbf) Afterdriving through 015 meter (6 in) of water at 8 kilometersper hour (5 mph) for 2 minutes the tests were repeatedThe first stop was made with a pedal force of 374 newtons(84 lbf) The brakes had fully recovered on the fifth stop
Parking brake - Tests were conducted to determineparking brake effectiveness The vehicle did not pass theparking brake test the first time The brakes were adjustedand the tests were repeated After adjustment the brakingforce required to hold the vehicle on a 30-percent slope was156 newtons (35 lbf) facing uphill and 133 newtons (30 lbf)facing downhill with the force being applied 38centimeters (15 in) from the top of the brake handle Noslippage during the 5-minute hold was observed with theparking brake set as described The test was run twice ineach attitude
COMPONENT PERFORMANCE AND EFFICIENCY
Battery Charger
The C H Waterman battery charger consists of a
12
transformer that has a tapped primary and two center-tappedsecondary windings One of the secondaries is used tocharge the traction batteries The other secondary is usedto charge the 12-volt accessory battery Both of thecenter-tapped secondaries are connected through diodes toform full-wave rectifiers The outputs of each system maybe simultaneously adjusted by means of the primary tap
The battery charger efficiency test data are presentedin table VIII and in figure 12 The indicated efficienciesof the charger as calculated from the readings on theresidential kilowatt-hour meter and the average values ofcharger output voltages and amperes are up to 10 percentless than the efficiencies that were calculated usingwattmeter readings Which set of values is more nearlycorrect has not been determined Since the power efficiencyis fairly constant over the entire time period the energyefficiency is approximately equal to the average of thepower efficiencies
The total amount of energy that is delivered to thebattery depends not only on the charger efficiency but alsoon the system used to terminate the charge The C HWaterman charger uses a timer set by the operator toterminate the charge and a switch on the transformer primaryto adjust the charging current The charging current iscontrolled by the difference between the applied voltage andthe battery voltage divided by the circuit impedanceSlight changes in the applied voltage or slight variationsin the battery voltage (due to temperature age etc) candrastically affect the charging current and the timerequired to attain full charge Consequently the amount ofenergy that is delivered to the battery is-largelydetermined by the judgement of the operator During thetrack tests the battery was always purposely overcharged
Batteries
Manufacturers data - The batteries supplied with theC H Waterman DAF vehicle were Electric Storage Battery(ESB) Incorporated Exide or Willard EV-106 electric vehiclebatteries The EV-106 is a 6-volt three-cell module ratedat 106 minutes discharge at a current of 75 amperes to avoltage cutoff of 175 volts per cell at a temperature of250 C (770 F) Dimensional specifications as supplied bybattery manufacturers are shown in table IX
Battery manufacturers discharge data are presented infigures 13 and 14 Figure 13 gives the relationship ofdischarge current and voltage to the length of time thebattery is able to deliver this current As shown the
13
battery can deliver 10 amperes for 20 hours or 200ampere-hours but it can deliver 250 amperes for only 037hour or 925 ampere-hours At a discharge current of 10amperes the mean cell voltage is 20 volts at a dischargecurrent of 250 amperes the mean cell voltage drops to 15volts during the discharge period The batteries ratedcapacity is about 15 percent lower than the capacity shownin figure 13 and this rated capacity is what is used toevaluate the battery
Figure 14 gives the battery manufacturers relationshipof specific power to the specific energy available from athree-cell module At a low specific power of 2 watts perkilogram the available energy is 015 megajoule per kilogram(417 Whkg) At a high specific power of 40 watts perkilogram (18 WIbm) the available energy decreased to 0052megajoule per kilogram (146 Whkg) At the manufacturersrated discharge rate of 75 amperes which is equivalent to14 Wkg the available specific energy is 0096 megajouleper kilogram (267 Whkg)
Battery acceptance - Before road testing was startedthe batteries supplied by the vehicle manufacturer weretested for battery capacity and terminal integrity asspecified in appendix E
The capacity check (fig 15(a)) was performed on thebatteries by means of a constant-current load bank Sincethe measured capacity was 118 ampere-hours at a dischargecurrent of 75 amperes 89 percent of the manufacturersrated capacity the battery was acceptable As shown in thefigure the battery voltage at the start of discharge was 96volts (20 volts per cell (VPC)) and decayed gradually to 84volts (175 VPC) at the end of the test
The 300-ampere discharge test was run with a resistorload bank As shown in figure 15(b) the battery voltagequickly fell to 81 volts (17 VPC) at a discharge current of310 to 325 amperes and remained at close to that voltagelevel throughout the test At the end of the 5-minute testthe terminal temperature as measured bytemperature-sensitive tape did not exceed 820 C (1800 F)As this was less than 600 C above ambient the batterysystem was within specifications
Battery performance at constant vehicle speed - During the road tests motor current and voltage were constantly monitored The vehicle employs a contactor speed controller which switches voltage applied to the motor from 0 to 12 to 24 to 48 volts at the direction of the driver During the constant-speed tests the motor voltage was
14
either 48 volts (on) or zero (off) so that motor power isdetermined by the duty cycle (the ratio of the time 48 voltswas applied to the motor to the total time) In contactorcontrol systems the motor current is equal to the batterycurrent The motor voltage is equal to battery voltageduring the on period but during the off period batteryvoltage rises due to depolarization close to open-circuitvoltage and motor voltage goes to zero Motor power whichis the instantaneous product of voltage and current isequal to battery power
Presented in figure 16 are the battery characteristics during the 40-kilometer-per-hour (25-mph) range test run on12577 and the 50-kilometer-per-hour (31-mph)-range testrun on 12777 The average battery current voltage andpower during the first 25 percent of the vehicles range areshown in figure 16(a) Similar battery peformance dataduring the last 25 percent of the vehicles range are shownin figure 16(b) Battery power decreases toward the end ofthe test probably due to the reduced power requirements asthe temperature of the mechanical drive train componentstires and associated lubricants increases during the test
Table x contains battery performance data for the 40shyand 50-kilometer-per-hour (25- and 31-mph) range tests forthe first and last 25 percent of the tests A197-volt-per-cell open-ciruit voltage Voc for thebatteries was assumed in order to calculate the batteryvoltage The equations used to generate the data in table X are
IV M
and
B (1 -Dc)
where Voc is the average open-circuit voltage (The symbolsare defined in table X) As shown the product of averagevoltage and average current gives the average powercorrected by the duty cycle
Battery performance over a driving cycle - The vehiclespeed and average battery current and power for the 3rd and200th cycles of a schedule B test are shown in figures 17and 18 Not shown in the figures are the large batterytransients that occurred during each phase of the cycleThese transients typically of 1 or 2 seconds durationoccurred while the driver was attempting to adjust vehicle
15
speed to meet driving schedule requirements Largetransients were also present during the acceleration phaseof the test cycle Currents as high as 350 amperes havebeen measured
Battery performance at maximum acceleration - Batteryperformance data at selected times during the maximumacceleration test for three depths of battery discharge arepresented in table XI The power at 20 seconds issubstantially higher than the power at 10 and 50 secondsbecause the vehicle was undergoing a gear change from low tooverdrive condition at this time
General battery performance - Battery data for thedriving tests are shown in table XII The electrolytespecific gravities range from 1290 to 1295 for the fullycharged battery and from 1120 to 1150 for the fully discharged battery The ampere-hour overcharge varies from11 percent to 38 percent While the overcharge is necessaryto equalize the cells in order to assure full charge fromevery cell this is not the best way to minimize energyconsumption A charge cycle that results in only a10-percent overcharge is more desirable
The battery temperature had a tendency to increase fromambient at the start of the test to about 140 C (250 F)above ambient at the end of test
Charging and battery efficlency - One battery chargingphase was fully analyzed to determine battery efficiencyThis charge followed the 50-kilometer-per-hour (31-mph)constant-speed test run on 12777
The battery charger voltage current and power arepresented in figure 19 as a function of time The largeincrease in current at 25 hours is due to a normalreadjustment of the charger in order to reduce totalcharging time
Total energy input to the battery during charging was 183 kilowatt-hours the energy removed during the50-kilometer-per-hour (31-mph) range test was 115kilowatt-hours The battery energy efficiency is therefore63 percent However as shown in table XII the ampere-hourovercharge was 20 percent for this test The overcharge isnecessary to insure equalization of the battery and tomaximize the vehicle performance in subsequent tests Amore desirable overcharge would be 10 percent This wouldresult in a battery energy efficiency of about 70 percent
16
Controller
The C H Waterman DAF vehicle is controlled bybattery-switching contactors The battery modules areconnected in 12- 24- or 48-volt arrangements by energizingthe proper contactors Under all operating conditions thevoltage drop across the contacts is less than 100 millivoltsand the coil dissipation is less than 100 wattsConsequently the controller efficiency is greater than 99percent In a vehicle the operation of the controllervaries depending on the type of test being run In maximumacceleration tests 48 volts is applied to the motorcontinuously In the constant-speed tests the driver closesthe contactors applying 48 volts to the motor andaccelerating the vehicle until it exceeds the target speedThen the driver opens the contactors disconnecting themotor from the power source and allowing the vehicle tocoast down to a speed below target speed The driver thenrecloses the contactors and repeats the cycle During theseconstant speed tests the speed actually varied+16 kilometers per hour The duty cycle shown in table Xindicates the percentage of time that the contactors areclosed
Motor
The C H Waterman motor is a conventional DCseries-wound traction motor originally designed for use inindustrial trucks The motor was manufactured by thePrestolite Electrical Division of Eltra Corp A data sheetdated November 15 1971 and cold-performance curves (figure20) dated February 15 1968 for this motor were supplied byC H Waterman The data sheet gives the 1-hour rating ofthe motor as 67 kilowatts (9 hp) at 1630 rpm 250 amperesand 36 volts The motor is Class H insulated and has aninternal cooling fan The combined resistance of thearmature and series field is given as 00124 ohm
Figure 20 indicates that at 36 volts the motorefficiency rises from zero at no load to a peak of 80percent at 75 amperes and falls off to 62 percent at 575amperes Since the vehicle operates at nominal voltagelevels of 24 and 48 volts the curves are not directlyapplicable The speed and horsepower curves may beapproximately scaled in proportion to the voltage changeWhen the curves are scaled to 48 volts the scaling errorwill give values of speed and horsepower that are less thanthe true values Consequently the efficiency at 48 voltsshould be higher than the values shown
17
Representative average values of motor current for theconstant-speed test are listed in table X By dividing theaverage value of motor current by the duty cyclerepresentative values of the motor current during the periodwhen the contactors were closed were obtained For the40-kilometer-per-hour test the values range from about 200amperes to about 310 amperes The corresponding range forthe 50-kIlometer-per-hour test is 190 to 250 amperes Inthe interval from 200 to 300 amperes the motor efficiencyat 36 volts varied from 73 percent to 77 percentConsequently the motor efficiency at 48 volts was estimatedto vary from about 75 percent to 80 percent
Plots of speed current voltage and power for twocycles of SAE J227a driving schedule B are shown infigure 21 Cycle 2 is near the start of the test and cycle201 is near the end of the test The motor current voltageand power from the acceleration tests are also plotted infigure 22 as a function of gradeability for the high gearratio at three depths of battery discharge These plotsshow that the currents are in the same general range as inthe constant-speed tests and so approximately the samevalues of efficiency are expected
VEHICLE RELIABILITY
No major problems were encountered that preventedcompletion of the tests but several problems occurred thatdelayed the tests These problems were related to thecontrol of the charger and battery Sometimes the 48-voltcontactor used to series the battery packs for chargingwould fail to function thus not allowing the batteries tocharge Since the contactors are open to the environmentit is suspected that dirt particles between the contactorarmature and the coil caused this problem The contactorcontrol operated normally during driving on all tests exceptone During one of the 50-kilometer-per-hour (31-mph) rangetests only half of the battery pack discharged the causeof this has not definitely been determined It could berelated to a short to ground in a diode caused by a cracked insulating washer After this was replaced the batteriesdischarged normally during the remaining tests
DRIVER REACTION AND VEHICLE SERVICEABILITY
The vehicle is a comfortable well-handling vehicle atconstant speed However acceleration is very slow and canbe jerky when rapid changes in voltage occur with thecontactor control
18
The manually switchable high-low charge range of theWaterman charger requires attention to battery chargingThe operation of this charger is also very dependent on lineinput voltage Longer charge times are required if linevoltage is low The batteries were all relatively easy toservice (ie by adding water and servicing the terminals)except for the one in the front pack that is located closeto the steering arm The battery post was modified bysawing approximately one third of the post away to providesufficient clearance between the two
REFERENCE
1 Society of Automotive Engineers Electric Vehicle TestProcedure - SAE J227a Feb 1976
19
MBE 1 - SU49 FG 3sr IMSUVS FOR M wr DA a
(a) SI units
Test date Test condition (onstant speed kmnh or driving
schedule)
Wind velocity
kmwh
Tehenshyature
oC
Range In
Cycle life
numer of cycles
Current out of
batteries h
Current into
batteries Ah
Eergy into
charger MT
Indicated energy
consuiption Mjm
Ianrks
12577
12677
12777
2377
2977 31277
31377
31877
40
40
50
50
50 B
B
B
97 48shy 80
48
--shy
113 0 - 80
161
32 - 97
14
12
12
-shy
14 17
21
14
957
936
927
917
936 364
684
647
-
-
-
-shy102
201
184 1
146
142
133
-
127 67
122
-shy
202
192
160
-
141 115
128
150
95
90
76
-
69 58
62
75
100
96
83
-shy
74 -shy
89
114
No data taken (controlshy
ler checkout)
Dlvng errors
Wind gusts
Integrator mialfunction
(b) US astaazy units
Test date Test ccnditon (constant speeduph or driving
schedule)
Wind velocity
nph
Tenpershyature o c
lnge miles
Cycle life
nmber of cycles
Current out of
batteries Ah
Current into
batteries Ah
Energy into
charger kWh
Indicated energy
ocnsunptaon flvinle
Renarks
12577
12677
12777
2377
31277
31377
31877
25
25
31
31
3
B
B
B
6
3 - 5 3
--shy
7
0 - 5
10
2 - 6
58
53
54
-
58
63
70
57
595
582
576
570
52
226
425
402
-shy
-shy
-
-
102
201
184
146
142
133
-shy
127
67
122
-
202
192
160
-shy
141
115
128
150
27
25
21
-
19
16
17
21
045
43
37
-shy
33
-
40
51
No data taken (cotrolshy
ler checkout)
Drxving erors
Wind gusts
Integrator malfunction
0
-
alfoblems encountered during 50-kVf
(1) On 2177 parking brake was
(31-mnh) range tests
found to be partially on and test was aborted
(2) On 2277 only half the batteries were discharged at end of test (595 kin 37 nulles) due to controller malfunction
UIG AL PAGR I]ORPool QUALUXI
TABLE II - ACCELERATION TIMES FOR WATERMAN DAF
Time Amount of discharge percent
0 40 80
Vehicle speed
kmh mph kmh mph kmh mph
1 55 34 43 27 88 552 122 76 117 73 134 83
3 161 100 156 97 158 98 4 185 115 177 110 175 109
5 203 126 193 120 190 118
6 214 133 206 128 203 126
7 228 142 217 135 214 133
8 240 149 228 142 222 138
9 249 155 240 149 232 144
10 259 161 246 153 241 150
12 278 173 264 164 257 160
14 294 183 282 175 274 170
16 320 199 301 187 290 18118 351 218 328 204 314 195
20 386 240 360 224 344 214
22 418 260 391 243 375 233
24 442 275 415 258 397 247
26 463 288 434 270 417 259
28 479 298 451 280 431 268
30 491 305 463 288 447 278
32 505 314 473 294 459 285
34 513 319 483 300 467 290
36 522 323 489 304 475 295
38 528 328 496 308 481 299
40 534 332 502 312 489 304 42 541 336 505 314 494 307
44 545 339 510 317 499 310
46 550 342 513 319 504 313
48 553 344 516 321 507 315
50 558 347 529 323 512 318 52 562 349 523 325 513 319
54 566 352 526 327 518 322
21
TABLE III - ACCELERATION CHARACTERISTICS OF WATERMAN DAP
Vehicle speed Amount of discharge percent
kmh- mph 0 40 80
Vehicle acceleration
ms2 mphs Ms2 mphs ms2 mphs
20 12 13 28 15 34 17 39
40 25 17 37 21 49 23 53
60 37 21 47 26 58 27 61
80 50 25 56 27 60 27 61
100 62 29 65 23 52 22 49
120 75 23 51 17 38 15 34
140 87 14 31 13 28 10 23
160 99 9 21 9 20 7 15
180 112 7 15 6 14 5 11
200 124 5 11 4 10 4 8
220 137 4 10 4 8 3 7
240 149 4 8 3 8 2 6
260 161 3 7 7 2 5
280 174 6 6 2 6
300 187 7 6 3 6
320 199 7 7 4 8
340 211 7 4 9 10
360 224 4 10 5 11 10
380 236 5 12 5 11 9
400 249 5 12 5 11 8
420 261 5 12 4 10 3 7
440 274 4 10 3 8 2 5
460 286 4 8 3 6 2 4
480 298 3 6 2 5 1 3
500 310 2 5 2 4 1 3
520 323 2 4 1 3 ---
540 336 i 3 1 2
560 348 1 2 --- ---
22
ORIGINAiL PAGE IS OF pOOR QUALIThl
TABLE IV - GRDEABILITY OF WATERMAN DAF
Vehicle speed Aount of discharge percent
kmh mph 0 40 80
Grade vehicle can climb percent
0 0 0 0 0
20 12 L29 159 181
40 25 174 229 251
60 37 230 276 289
80 50 265 286 289
100 62 310 247 231
120 75 239 178 157
140 87 143 131 105
160 99 96 94 71
180 112 68 62 49
200 124 52 45 38
220 137 44 40 31
240 149 37 35 27
260 162 32 30 25
280 174 28 28 25
300 186 30 28 28
320 199 31 33 37
340 211 34 41 44
360 224 45 49 45
380 236 53 52 41
400 249 56 49 36
420 261 55 44 32
440 274 44 36 25
460 286 36 29 20
480 298 29 25 15
500 311 24 19 12
520 323 19 14
540 336 13 9 ---shy
560 348 10
23
TABLE V - ROAD ENERGY CONSDNPTION OF
WATERMAN DAF
Vehicle speed Road energy consumed
kmh mph MJkm kWhmile
560 348 028 013 540 336 28 13
520 323 29 13
500 311 28 12
400 298 28 12
460 286 29 13
440 273 29 13
420 261 30 13
400 249 30 14
380 236 29 13360 224 29 13
340 211 32 14
320 199 32 14
300 186 31 14
280 174 29 13
260 161 27 12240 149 27 12
220 137 26 12
200 124 25 11
180 112 24 11
160 100 23 10
140 87 21 09
120 75 19 09
100 62 19 09
24 ORIGINAL PAGE W OF POOR QUALf
TABLE VI - ROAD POWER REQUIREMENTS
OF WATERMAN DAF
Vehicle speed Road power required
kmh mph kW hp
560 348 44 58
540 336 42 57 52-0 323 41 55
500 311 39 52
480 298 37 48 460 286 37 49
440 273 35 47
420 261 34 46 ORIGINAL PAGE IS 400 249 34 45 OF POOR QUALITY 300 236 30 41
360 223 29 39
340 211 30 40
320 199 29 38
300 186 25 34
280 174 22 30
260 161 20 27
240 149 18 24
220 137 16 22
200 124 14 18
180 112 12 16
169 99 10 13
140 87 8 11
120 75 6 9
100 52 5 7
80 50 7 9
60 37 7 940 25 5 7
20 12 2 3
TABLE VII - INDICATED ENERGY CONSUMPTION
OF WATERMAN DAF
Vehicle speed or Indicated energy
driving schedule consumption
kmh mph MJkm kWhmile
40 25 100 045
96 43
50 31 83 37
74 33
Schedule B 089 040
114 51
25
TABLE VIII - CHARGER EFFICIENCY TEST DATA FOR WATERMAN DAF
Time Input power Output power Energy Input power Output power Power from kilowattshy calculated from efficiency from wattshy from wattshy efficiency hour meter v I percent meter meter percent
PinkW P out kW
in kW
Pout kW
830 am 229 187 810 236 207 - 877
945 182 155 847 193 179 930
1000 299 203 815 255 233 914
1115 221 180 814 236 210 890
1230 pm 202 169 836 220 196 891
130 175 146 834 189 172 910
245 165 138 836 180 161 894
400 139 120 863 157 142 904
530 139 119 856 159 142 922
700 136 119 875 155 142 916
830 135 122 903 156 143 916
TABLE IX - BATTERY SPECIFICATIONS FOR WATERMAN DAF
Length m (in) 026 (10375)
Width m (in) 018 (7188)
Height m (in) 028 (11219)
Weight kg (lbm)
Dry 214 (472)
Wet 295 (651)
Electrolyte liters (qt) 62 (66)
Number of life cycles (laboratory) 400 - 450
Fully charged specific gravity 1280
Number of plates per cell 19
TABLE X - CONSTANT-SPEED BATTERY AND MOTOR DATA FOR WATERMAN DAP
40-kmh test (12577) 50-kmh test (12777)
First 25 Last 25 First 25 Last 25percent percent percent percentof range of range of range of range
Average motor current IM A 131 131 149 148
Average battery current yB A 131 131 149 148
Average motor voltage VM V 172 224 271 323
Average battery voltage VB V 446 394 455 427
Average motor power PM kW 54 46 66 61
Average battery power PB kW 54 46 66 61
Duty cycle De percent 42 64 61 78
Total energy removed from 110 115
battery kWh
27 ORlIGINAL PAGE 1B O POOR QUALITY1
TABLE XI - MAXIMUM-ACCELERATION BATTERY PERFORMANCE FOR WATERMAN DAF
Time Vehicle speed Current Voltage Power Amount ofs A V kW discharge
kmh mph percent
10 26 16 152 466 71 0
20 39 24 374 425 159 0
50 55 34 200 451 90 0
10 26 15 152 451 69 40
20 35 22 376 415 156 40
50 51 32 207 444 92 40
10 24 15 139 433 60 80
20 34 21 330 391 129 80
50 51 32 189 421 80 80
28
Test date
12577
12677 12777
2277
2977
31377
31877
Vehicle speed or driving schedule
kmh mph
40 25
40 25 50 31
50 31
50 31
Schedule B
Schedule B
C1
TABLE XII - BATTERY TEST DATA SUMMARY FOR WATERMAN DAP
Cell capacity Battery Electrolyte specific Ah overcharge gravity
percentIn Out Before After
test test
202 146 38 1290 1117
192 142 35 1290 1117 160 133 20 1294 1127
146 121 21 1291 1148
141 127 11 1295 1148
--- 122 -- 1296 11451291 1145
150 ---
Battery temperatureoc
Before test
A t fter est
14
12
12
10
14
199
24
24
16
30
27
- 33
- 32
25
- 22
- 32
-23 33
Figure - Side vie of CHWatrman DAF sedan an Dynamic Science Tat Wkd
Figure Z - Conlacfls and chargar in Waterman OAF
ORZIGAL PAGE ]B
30 OF PooP QUAL-y
-Nshy
erature nonilor
Charge Ch t
VDC-AC invertet
im
Figure 3 - Instrumentsystemton fssengertsideof Waterman DAFrITee atr
Battleries Coniactors
IT I T emperaampure
yenrearbatteries I I
I I
I I
IIIT I Tachometer
T _
II i~TmperatreT attre T 12I
ICharerI I volargeIT (p T
IIORIGINALPAGE IM M IS
- +-L-shy - + Charge rrent and IFk[s
L - - -I
- 4 - _- L- f 6
+ __
Figure 4 - Vehicle instrumentation for Waterman DAF
O)JUGIN AL PAGE IS
if P R QUALITY
31
TIME s
TEST PARAMETER SAE SCHEDULES
MAX SPEED V mph 20 30 45 ACCEL TIME s 19 18 28 CRUISElIME tcr 19 20 50 COASTT1ME too 4 8 10 BRAKE TIME tb 5 9 9 IDLElTME ti 3 25 3j
Figure5 - SAE Jfl1a driving cycle schedules
05RI ODSICNRRSC
- lt- VEHICLE PERFORMRNCE DRTE RECODED LHUEY 31 t977C HWRTERMRN DRF
52o 15 I _________________________
58
40
m( m30 -=So -(
I21-
TIME SECONDS
Figure 6 - Vehicle acceleration
32
DIE REnREDVEHICLE PERFORMIINCE IF 1977tNURRY 311
C H WHTERMRN
0
02
015
0 0
0
10
0
20 30 40 50 SO 70 82
20 30 42M4PH
VEHICLE SPEED
Figure 9- Road energy as afunction of speed
90 120
SZI
26 I20
VEHICLE PERFEIRIHNCE C H WIRTERMFN DRF
DATE RECRDED LIFNIJRY 31 77
20
16 12
12
q
0
9
ii- MDO
3 10 2m 30 qO amp0 MPH
VEHICLE SPEED
Figure 10 - Road power as afunction of speed
bitz
34
i vOO VEHICLE PERFORMANCEC H WRTERMIN DOF
HAB I B
06 jq 8 B 0
-0B
02
a Ifo 22 30 lB so 50 70 Do go loo
20 KK11
MPHVEHICLE SPEED
Figure 11 - Energy consumption as afunction of speed
COMPONENT PERFERMRNCE C H NRTERMRN DRF
I IT i I I I I I I
S70shy
S60
pound0 X)flEifOD P I(HY51VX)hY(
U-) MflHOD 2i IRTTKETCR
z E30 -Li
Ij
Wi 20shy
0 lB 22 3 H 6 OUTPUT CURRENT FIMPS
Figure 12 - Charger efficiency as a function of current
35
30shy
20---------------------5 w
10-
5-
LaS
C-
~ 1VOLTAGE CUTOFF 1 75 VOLTS PER CELL pVPC) UPTO 128 AMPERES VOLTAGE
-5- CUTOFF 160 VPC BEYOND128 AMPERES
2
1 I I10 20 50 100 200 500
DISCHARGE CURRENT A
Figure 13 - Battery discharge characteristics for Waterman DAF
50
20-
I
cr 55shy
0
2
1 I I01 02 05 1 2
SPECIFIC ENERGY Mikg
Figure 14 - Battery energypower reshylationship for Waterman DAF
36
gt90-
OF Io I I ------ I 0 20 40 60 80 100 12)
CAPACITY REMOVED Ah (a)Battery capacity check
gt 100- - 350 -CURRENT
S90- 250~
VOLTAGE
80 6150o 1 2 3 456
TIME mm
0) 3OD-Ampere battery terminal test
Figure 15 - Battery tests for Waterman DAF
200- 60- 9shy
8 - CURRENT150 - 50 --0 VOLTAGE
100 - 40]- 7 shy8K--
POWER
50 - 0- 6-L 5I I I ~20 gt 20 shy
((a)First 25 percent of range
~200 ~60 - 9
150 - 50 - 8 -- 0 CURRENT 100- 40 - 7--- 0- - VOLTAGE
POWER50- 30 6 shy0O- 20- 5shy
1L - 41 ]10 30 40It I50 I60
SPEED kmlh
20 25 30 35SPEED mph
0))Last ipercent ofrange
Figure 16 - Constant-speed battery performance forWaterman DAR
ORIGINAL PAGE IS 37 OF POOR QUALITJ
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I Figure 17 - Battery performance during third
test cycle of schedu le B test on March 13 Figure18 -Battery performance during 1977 - Waterman DAF 200th test cycle of schedule 8 test on
March 13 1977 -Waterman DAV Cl
- 6060 - D - - 0 - 50
VLTAGE -30-4
-IT
Io I 1 -1
(a)Charge time as function of voltage and curshyrent
25(7
15
1I0-shy
5 -
I I I I-
0 4 8 12 16CHARGE TIME h
(O)Charge time as function of power
Figure 19 - Battery charging profile (after31-mph constant-speed test on Jan 27 1977)
ORIGINAL PAGE IS OF POOR QUALITh
39
-2D
4200shy38OO
POWR - 15
3400
400-
50-CURRENT 200--
Edt
9 22M0 E-EC EFFCINC
- 10 85 100
3OOUshy
-90
70
1800 - - 5 - 5D
oo1 -3U 1000
0
DASHED LINES REPRESENT MAXIMUM AND MINIMUM UMITS
I I I I I I I 10 30 30 40 50 60 70
TORQUE Ibf-ft
Figure 2D - Cold performance characteristics of Waterman DAF
I -J 80
- 10
40
COMPONENT DHTR COMPONENT DRTR CYCLE 20l C H WHITERHN DlF CYCLE 2 C H WRTERMAN DnF
30
- 30
2 2I
Io 10
12 11
2B-
TIe zoIE 5~elt
FtueI2500 MtrIpt sa m orshdl 2conoBccet0 0
0 In2004a sa s aI 0 30 4 H E
TIF SEC nIF SEC
Fiur 21 - oo nuIsafncino I iersh a ylets
COMPONENT PERFfRMRNCE C H WRfTERIIN DRF O=(URRENT
X=VOLTRE
DRITE RECiRDED ==) JRNURRY 31 1977 PER U - X------I
L I
3w 39 12 BRTTERY
ZzB DIECHARSE I m
U 3
V n gt i
BID 33 12 BRTTERY
Z m W a DISCHRRSE
L9W E mJ Ir Z
5 U- B
naagt) oZ IRT
ILHIM - e is RR E 333 30 12
F LTTERY
I I Et
0-gtm a- a
ERRDERB[LI TYi PERCENT
Figure22 - Battery output as a function of gradeabllty
2Z2
42
APPENDIX A
VEHICLE SUMMARY DATA SHEET
10 Vehicle manufacturer C H Waterman IndustriesAthol Massachusetts
20 Vehicle DAF 46 conversion
30 Price and availability $6500 production on request
40 Vehicle weight and load41 Curb weight kg (Ibm) 1225 (2700)42 Gross vehicle weight kg (Ibm) 1365 (3010)
43 Cargo weight kg (ibm) not applicable44 Number of passengers 4 places
45 Payload kg (ibm) 140 (310)
5 0 Vehicle size 51 Wheelbase m (in) 225 (885)52 Length m (ft) 358 (1175)53 Width m (ft) 152 (50)
54 Height m (in)55 Headroom m(in) 098 (385)56 Legroom m(in) 071 (28)
m257 Frontal area (ft2 )58 Road clearance m (in)59 Number of seats 3 (2 front (bucket) 1 rear (bench))
6 0 Auxiliaries and options 61 Lights (number type and function) 2 head 2 park and tail
2 brake 2 front parking
43
62 Windshield wipers 2 on front windshield63 Windshield washers yes64 Defroster electric convection type on drivers side
65 Heater electric with fan66 Radio optional67 Fuel gage voltmeter with red-line
68 Amperemeter yes with red-line
69 Tachometer no610 Speedometer yes in kmh611 Odometer yes in km612 Righb- or left-hand drive left613 Transmission variomatic614 Regenerative braking no615 Mirrors rear view616 Power steering no617 Power brakes no618 Other
70 Batteries7 1 Propulsion batteries
711 Type and manufacturer lead-acid golf car (EV-106)ESB Inc
712 Number of modules 16713 Number of cells 48714 Operating voltage V 12 24 and 48 (switchable)715 Capacity Ah 1325 (106 min at 75 A)716 Size of each battery m (in) height 0248 (975)
width 0178 (7) length 0260 (1025)
717 Weight kg (ibm) 472 (1040)718 History (age number of cycles etc) not available
72 Auxiliary battery721 Type and manufacturer lead-acid SLI VARTA Batterie AG
722 Number of cells 6
44
723 Operating voltage V 12
724 Capacity Ali 36 725 Size m (m) height 0178 (7) width 0165 (65)
726 Weight kg(lbm) 204 (45)
80 Controller 81 Type and manufacturer contactor C H Waterman Industries
82 Voltage rating V not available
83 Current rating A not available 84 Size m (in) height 0127 (5) width 0203 (8)
length 0229 (9)
85 Weight kg (ibm) 9 (20) est
90 Propulsion motor 91 Type and manufacturer DC series Prestolite Electrical
Div Eltra Corp
92 Insulation class H
93 Voltage rating V 36 94 Current rating A 250 1-h rating 95 Horsepower (rated) kW (hp) 67 (9) 1-h rating
96 Size m(in) diam 0190 (75) length 0356 (14)
97 Weight kg (Ibm) 454 (100)98 Speed (rated) -rpm 1630 (maximum unknown)
100 Battery charger 101 Type and manufacturer full-wave center-tapped
C H Waterman Industries
102 On- or off-board type on board 103 Input voltage required V 120 (AC) 104 Peak current demand A 20
105 Recharge time h 10
45
106 Size m (in) height 0203 (8) width 0178 (7)length 0279 (11)
107 Weight kg (lbm) 227 (50)
108 Automatic turnoff feature yes timer
110 Body
111 Manufacturer and type DAF 46 sedan
112 Materials steel113 Number of doors and type 2
114 Number of windows and type 6 glass
115 Number of seats and type 2 bucket (front) 1 bench (rear)
116 Cargo space volume m3 (ft3 )117 Cargo space dimensions m (ft)
12 0 Chassis 121 Frame
12 11 Type and manufacturer welded construction DAF
1212 Materials steel
1213 Modifications battery-retaining members added122 Springs and shocks
1221 Type and manufacturer rear leaf front coil
1222 Modifications none12 3 Axles
12 31 Manufacturer DAP 1232 Front independent
123 3 Rear De Dion
124 Transmission12 41 Type and manufacturer Variable-sheave pulley DAF
46
1242 Gear ratios infinitely variable from 36 to 1422
1243 Driveline ratio 36 in overdrive 125 Steering
1251 Type and manufacturer rack and pinion
1252 Turning ratio
12 53 Turning diameter m (ft) 101 (33)
126 Brakes
1261 Front hydraulic 1262 Rear hydraulic 1263 Parking mechanical on rear wheels
1264 Regenerative no 12 7 Tires
12 7 1 Manufacturer and type Michelin radial
1272 Size 135SR14ZX 1273 Pressure kPa (psi)
Front 193 (28)
Rear 193 (28)
1274 Rolling radius m (in) 0280 (1102) 1275 Wheel weight kg (Ibm)
Without drumWith drum
1276 Wheel track m (in) Front
Rear
130 Performance 131 Manufacturer-specified maximum speed (wide-open throttle) kmh (mph)
644 (40) 132 Manufacturer-recommended maximum cruise speed (wide-open throttle)
kmh (mph) 133 Tested at cruise speed kmh (mph) 499 (31) 402 (25)
47
APPENDIX B
DATA ACQUISITION
Data acquired from the test vehicle are conditionedonboard the vehicle and transmitted to the Data Acquisition Center where they are demodulated and recorded on magnetictape (fig B-1)
The following paragraphs provide a detailed descriptionof system components Instrumentation calibrationprocedures and test procedures relative to the dataacquisition system are also described
Signal Conditioning Equipment
The signal conditioning equipment has a modular orbuilding-block configuration The basic building block isthe remote signal conditioning module (RSCM) which consistsof all the necessary functions required to take the basictransducer information and store it on magnetic tape EachRSCM handles 14 data channels
Internally the RSCM consists of all the necessarycomponents required to signal condition modulate ontoInter-Range Instrumentation Group (IRIG) constant-bandwidthfrequency-modulated (FM) channels and transmit a transduceroutput signal to a remote tape recorder Figure B-2 is thesystem diagram defining this RSCM
The signal conditioning amplifiers in the front end ofthe RSCM provide suitable gain and balance to normalize alltransducer outputs into common formats and to drive thevoltage-controlled oscillators (VCOs) Each amplifier hasa built-in isolated bridge power supply regulated at 50volts DC that negates loading effects from other transducersand changes in output due to supply battery variationsThis power supply is used either alone divided down by01-percent metal film resistors or in series with othersupplies to provide a highly accurate and stable voltageinsertion calibration of the entire system channel bychannel
The VCOs convert analog voltages to afrequency-modulated unbalanced signal The centerfrequencies of the VCOs are set at values defined by IRIG106-71 for constant-bandwidth channels (table B-l) The+25-volt outputs from the amplifier provide +100-percentdeviation of the VCOs Using a mix of A andB channelsprovides an optimum combination of data frequency responseresolution percentage of deviation and channel density in
48
each multiplex
The system is designed to provide 1000-hertz datachannel bandwidth on all A channdls and 2000-hertz channelbandwidth on all B channels The 14 VCO outputs are mixedonto a common bus which provides the output signal to berecorded An external 28-volt battery is used to power theRSCM
Each RSCM weighs under 9 kilograms (20 ibm) and coversapproximately 390 square centimeters (60 in2 ) of floorspace All input and output connections and finaladjustments are accessible from the top of the module
System Accuracy
Table B-2 represents the system errors for the dataacquisition system The values are taken from the componentspecifications As there are several informationconversions through the system there was an attempt totranslate the specifications into a common error domainEach device in the system has a set of parameters thatrepresent its performance in a particular region of themultidimensional space (eg an accelerometer converts anacceleration into a voltage (actually an energy conversion)with some nonlinearity of information conversion) There isa conversion from analog voltage to frequency with acorresponding nonlinearity in the VCO The tape recorderhas to handle the information mechanically with highaccuracy because a change in tape speed represents a changein frequency which in turn represents a change in the original analog voltage
Tape Recorders
The tape recorder has 14 IRIG-compatible channels withthe recording channels individually controlled so thatmultiple recording passes may be made on the same tapeCapstan speed accuracy of 001 percent is obtained by use ofa tape speed compensator system while flutter is held to022 percent Time base and dynamic skew are 05 and 25microseconds respectively
49
TABLE B-I - CONSTANT-BANDWIDTH CHANNELS
IN EACH REMOTE SIGNAL-CONDITIONING
MODULE FOR WATERMAN DAF
IRIG Center Devationconstant- frequency kHzbandwidth kHzchannel
IA 16 +2
2A 24
3A 32
4A 40
5A 48
6A 56
7A 64
8A 72
9A 80
11B 96 +4
13B 112
15B 128
17B 144
19B 160
TABLE B-2 - DIRECT-CURRENT AMPLITUDE ACCURACY
Transducer Parameter Accuracypercent
DC voltage Tolerance plusmn04
Calibration resistors Tolerance plusmni
Amplifier Nonlinearity plusmn5
Voltage-controlled oscillator Nonlinearity plusmn25
Recorder Speed inaccuracy plusmn01
Data demodulator Nonlinearity plusmni
50 ORIGINAL PAGE ISOF POOR QUALITY
Antenna Antenna recorder
S Remo e Transm itter Receiver
Ssignal Demodulators conditioning module
Generatinginstrument
Figure B-i - Data acquisition system schematic
Channelnumber Voltage control oscillators
To telemetric 14 Fully isolated - transmitter
2 - differential dc 241k1z23- amplifiers - 32 kHz4- -4o kHz
5- - independently regulated 1Hz6- -transducer excitation 56 kHz7- -64 kHz8-- Zero suppression 72 kz9- - balancing circu its 80 kHz
12- -128 kHz 13- - 144 k-z 14- 1--0k -z Remote
=F- calibration 4 2 8Vbattery pa ckI s ig n al
Figure B-2 - Remote signal conditioning module diagram
51
APPENDIX C
DESCRIPTION OF VEHICLE TEST TRACK
The test track used to conduct the tests described inthis report is located in Phoenix Arizona The track isowned and operated by Dynamic Science a subsidiary ofTamplley Induztis
The test track is a paved continuous two-lane32-kilometer- (2-mile-) long oval with an adjacent40 000-square-meter (10-acre) skid pad The inner lane ofthe track is not banked and was used for all cycle tests andall constant-speed tests of 56 kilometers per hour (35 mph)or under The outer lane has zero lateral acceleration at80 kilometers per hour (50 mph) and was used for tests over56 kilometers per hour (35 mph) An elevation survey of thetrack is shown in figure C-1 Average grade is 066 percenton the northern straight section and 076 percent on thesouthern straight section The surfaceof the track andskid pad is asphaltic concrete with a dry locked-wheel skidnumber of 82 and a wet locked-wheel skid number of 71
Wet and dry braking-in-turn tests were conducted on theskid pad Wet recovery tests were conducted on the testtrack after driving through the wet-brake water troughlocated near the northern straight section of the trackBoth 20- and 30-percent grades are available for parkingbrake tests
52
DISTANCE km (if) (9000) (8000) (7000)
30 25 Zo
__ OUTHERN STRAIGHT 15 (CO
(1000) (2(60(00)04)0
( I0 ( 0)(00)(00
(a)Track diarem 1shy
0Z11
-12 (b)Grade
12 SOUTHERN I NORTHERN 35shy 1C STRAIGHT STlRAIGHT
30 25 E
- 8 [
I
o 0 I
15
10
-4 II
J
52-1 0[
0 1000 200 3000 4000 DISTANCE m
0 2000 4000 6000 8000 10000 DISTANCE It
(c)Elevation
Figure C-L - Characteristics of Dynamic Science Test Track Phoenix Arizona
ORIGINAL PAGq J oF Poou QUALITyj
53
APPENDIX D
VEHICLE PREPARATION AND TEST PROCEDURE
Vehicle Preparation
When a vehicle was received at the test track a numberof checks were made to- assure that it was ready forperformance tests These checks were recorded on a vehiclepreparation check sheet such as the one shown in figureD-l The vehicle was examined for physical damage when itwas removed from the transport truck and before it wasaccepted from the shipper Before the vehicle was operateda complete visual check was made of the entire vehicleincluding wiring batteries motor and controller Thevehicle was weighed and compared with the manufacturersspecified curb weight The gross vehicle weight (GVW) wasdetermined from the vehicle sticker GVW If themanufacturer did not recommend a GVW it was determined byadding 68 kilograms (150 lbm) per passenger plus any payloadweight to the vehicle curb weight
The wheel alignment was checked compared andcorrected to the manufacturers recommended alignmentvalues The battery was charged and specific gravitiestaken to determine if the batteries were equalized If notan equalizing charge was applied to the batteries Theintegrity of the internal interconnections and the batteryterminals was- checked by drawing either 300 amperes or thevehicle manufacturers maximum allowed current load from thebattery through a load bank for 5 minutes If thetemperature of the battery terminals or interconnectionsrose more than 60 degrees Celsius above ambient the testwas terminated and the terminal was cleaned or the batteryreplaced The batteries were then recharged and a batterycapacity check was made The battery was discharged inaccordance with the-battery manufacturers recommendationsTo pass this test the capacity must be within 20 percent ofthe manufacturers published capacity at the published rate
The vehicle manufacturer was contacted for hisrecommendations concerning the maximum speed of the vehicletire pressures and procedures for driving the vehicle Thevehicle was photographed head-on with a 270-millimetertelephoto lens from a distance of about 305 meters (100 ft)in order to determine the frontal area
Test Procedure
Each day before a test a test checklist was usedTwo samples of these checklists are shown in figure D-2
54
The first item under driver instructions on the testchecklist is to complete the pretest checklist (fig D-3)
Data taken before during and after each test wereentered on the vehicle data sheet (fig D-4) These datainclude
(1) Average specific gravity of the battery
(2) Tire pressures
(3) Fifth-wheel tire pressure
(4) Test weight of the vehicle
(5) Weather information
(6) Battery temperatures
(7) Time the test was started
(8) Time the test was stopped
(9) Ampere-hours out of the battery
(10) Fifth-wheel distance count
(11) odometer readings before and after the tests
The battery charge data taken during the charge cycle werealso recorded on this data sheet These data include theaverage specific gravity of the battery after the test thekilowatt-hours and ampere-hours put into the battery duringthe charge and the total time of the charge
To prepare for a test the specific gravities werefirst measured for each cell and recorded The tirepressures were measured and the vehicle was weighed Theweight was brought up to the GVW by adding sandbags Theinstrumentation was connected and power from theinstrumentation battery was applied All instruments wereturned on and warmed up The vehicle was towed to thestarting point on the track If the data were beingtelemetered precalibrations were applied to both themagnetic tape and the oscillograph The fifth-wheeldistance counter and ampere-hour integrator counter werereset to zero and thermocouple reference junctions wereturned on The test was started and was carried out inaccordance with the test checklist When the test wasterminated the vehicle was brought to a stop and thepost-test checks were made in accordance with the post-test
55
checklist (fig D-5) The driver recorded on the vehicledata sheet the time the odometer reading the ampere hourintegrator reading and the fifth-wheel distance readingThe post-calibration steps were then applied to the magnetictape and the oscillograph At the end of the test weatherdata were recorded on the vehicle data sheet Allinstrumentation power was turned off the instrumentationbattery was disconnected and the fifth wheel was raised7The vehicle was then towed back to the garage the post-testspecific gravities were measured for all cells and thevehicle was placed on charge
After the test the engineer conducting the testcompleted a test summary sheet (fig D-6) This data sheetprovides a brief summary of the pertinent informationreceived from the test Another data sheet the engineersdata sheet (fig D-7) was also filled out This data sheetsummarizes the engineers evaluation of the test andprovides a record of problems malfunctions changes toinstrumentation etc that occurred during the test
Weather data - Wind velocity and direction and ambienttemperature were measured at the beginning and at the end ofeach test and every hour during the test The windanemometer was located about 18 meters (6 ft) from theground near the southern straight section of the track Theambient temperature readings were taken at theinstrumentation trailer near the west curve of the trackDuring most of the test period the winds were variable andgusty
Determination of maximum speed - The maximum speed ofthe vehicle was determined in the following manner Thevehicle was fully charged and loaded to gross vehicleweight After one warmup lap the vehicle was driven atwide-open throttle for three laps around the track Theminimum speed for each lap was recorded and the average wascalculated This average was called the vehicle maximumspeed This speed takes into account track variability andmaximum vehicle loading This quantity was then reduced by5 percent and called the recommended maximum cruise testspeed
Cycle timer - The cycle timer (fig D-8) was designedto assist the vehicle driver in accurately driving SAEschedules B C and D The required test profile ispermanently stored on a programmable read-only memory(PROM) which is the heart of the instrument This profileis continuously reproduced on one needle of a dual-movementanalog meter shown in the figure The second needle isconnected to the output of the fifth wheel and the driver
56
matches needles to accurately drive the required schedule
One second before each speed transition (egacceleration to cruise or cruise to coast) an audio signalsounds to forewarn the driverof a change A longerduration audio signal sounds after the idle period toemphasize the start of a new cycle The total number oftest cycles driven is stored in a counter and can bedisplayed at any time with a pushbutton (to conserve power)
1Vehicle2 Date received
3 Checked for damage - date 4 Wheel alignment - date 5 Battery checked and equalized - date 6 Curb weight determined Ibm Date 7 Gross vehicle weight Ibm 8 300-Ampere test- date 9 Manufacturers recommendations
Maximum speed mph Tire pressures pSL Front _ Rear Driving procedures
Figure D-1 - Vehicle preparation check sheet
ORIGINAL PAGE IS OF POOR QUALITY
57
Vehicle mph rangetest _gear
Driver Instructions
I Complete pretest checklist 2 While on track recheck-
Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance -on reset lighted Attenuator - on reset lighted
3 At signal from control center
4 Maintain - mph with minimal accelerator movement 5 When vehicle is no longer able to maintain _ mph brake moderately to full stop 6 Complete post-test checklist and other documentation
Recording I Set oscillograph zeros at Channel Zero in
3 30 4 45 6 50
10 75 12 11 13 1 2 14 20
2 Record all channels on magnetictape Check inputs at beginning of test to verify recording
3 Run cals on all channels 4 Removeall channels from oscillograph except 3and 4 5 Start recording 15 sbefore start of test at oscillograph speed of 0 1 is and tape speed
of _mis
6 After 15mm into test connect channels 6 10 12 13 and 14 to oscillograph and record aburst at 100 mils while vehicle is in chopper mode
7 Remove channels 6 10 12 13 and 14 from oscillograph and continue test at 01 inis with channels 3and 4only
8 Document all ambient conditions atbegmnnng once every hour and at the end ofthe test Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
(a)Constant-speed test
Figure D-2 - Test checklists
58
Vehicle __ cycle test _gear
Driver Instructions 1 Complete pretest checklist
2While on track recheck Integrator - light on in operate position zeroed Speedometer - set on _ mph center Distance - on reset lighted Attenuator - on reset selector on 100 Cycle timer - verify schedu led timing with stop watch
3 At signal from control center perform cycle test using cycle timer as basis for detershymining length of each phase of performance cycle Use programmed stop watch as backup device Cycle consists of
Accelerate to_ mph in sCruise at __ mph for _ sCoast for sBrake to complete stop in _ s
Hold in stop position for sRepeat entire cycle until vehicle is unable to meet acceleration time Moderately brake to acomplete stop
4 Complete post-test checklist and other documentation
Recording 1 Record all channels on magnetic tape at__ ins Check all channels to verify
input at beginning of test 2 Record speed and distance on oscillograph at__ inis
3 Start recording data 15 sbefore beginning test 4 Document ambient conditions atbeginning once every hour and at the and of the test
Items recorded shall include temperature wind speed and direction significant wind gusts and corrected barometric pressure
0)) Driving cycle test
Figure D-a - Concluded
ORIfNAL PAGE IS OF amp QR QUAI
59
1Record specific gravity readings after removing vehicle from charge and disconnect charger instrumentation Fill in charge data portion of data sheet from previous test Add water to batteries as necessary recording amount added Checkandreshycord 5th wheel tire pressure and vehicle tire pressure
2Connect (Connect alligator clips to instrumentation battery last) (a)Inverter to instrument battery) Integrator input lead
(c)Integrator power to inverter (d)Starred () 5th wheel jumper cable (e)Cycle timer power and speed signal input cables Check timesIf)Spin up and calibrate 5th wheel
3 Record test weight - includes driver and ballast with 5th wheel raised
4 Turn or (a)Inverter motor speed sensor thermocouple reference junctions integrator
and digital voltmeter Set integrator on Operate ) Fifth wheel readoutand switching interface units (2) (Selectdistance for exshy
panded scale range) 5 Tow vehicle onto track with 5th wheel raised
PrecalibrationsTape data systemOscillograph
Reset5th wheel distanceAmpere-hour meterThermocouple readout switches on Record
Turn on thermocouple reference junctionsLower 5th wheel Set hub loading
6 be sure data sheet isproperlyfilledouttothispoint Check watch time with control tower
7 Proceed with test
Figure D-3 - Pretest checklist
60
Vehicle Battery system Test Date Track data Driver - Navigator Average pretest specific gravityOpen-circuit voltage V Tire pressure before test psi
Right front _ Left front Right rear Left rearR Tire pressure after test psi
Right front _ Left front Right rear Left rear Fifth-wheel pressure psi _ (calibrated _ psi) Weather Initial During test Final
Temperature OF Wind speed mph Wind direction Pressure in Hg
Battery temperature OF- Before After Motor temperature OR Before - After Time Start StopOdometer reading miles Start _ Stop
H- Current out Ah Current in (regenerative) Ah Fifth wheel Basis for termination of tests
Charge data Average post-test specific gravity Open-circuit voltage V Charger used Charger input voltage VBattery temperature OF Before charge After chargePower kWh Start - End -- Total _--Time Start- End Total charge time mm Current input Ah Average specific gravity after charge
Approval _
Figure D-4 - Track and charge data
I Record time immeditely at completion of test Turn off key switch 2Complete track data sheet
(a)Odometer stop h)Ampere-hour integrator
(c) 5th wheel distance (d)Read temperature (e)Calibrate data system(f)Record weather data
3 Turn off inverter thermoouplereferencejunctions
4 Disconnect 12-volt instrument battery red lead 5 Raise 5th wheel
6 Tow vehicle off track 7 Start charge procedure (specific gravities)
8 Check specific gravity on instrument battery If less than 1 220 remove from vehicle and charge to full capacity
9 Check water level in accessory batteries Add water as necessary
Figure D-5 - Post-test checklist
0
Vehicle Test Date Test conditions
Temperature OF _ Wind speed mph _ at Barometer reading in Hg I Other
Test results Test time h Range miles Cycles Current out of battery Ah Current into battery AhCharge time hPower into battery kWh
Magnetic tape No -_Speed ints
Comments
Figure D-6 - Test summary sheet
Vehicle Test Date Engineer
Reason for test (checkout component check scheduled test etc )
Limitation on test (malfunction data system problem brake drag etc )
Changes to vehicle prior to test (repair change batteries etc)
Other comments
Evaluation of test Range miles
Current out Ai
Current in Ah
Power in kWh Energy consumption kWhlmile
Was planned driving cycle followed
General comments
Figure D-7 - Engineers data sheet
62
Figure D- - Cycle timer
ORIGINAL PAGE IS OF POOR QUALIT
63
APPENDIX E
ELECTRIC AND HYBRID VEHICLE TEST
AND EVALUATION PROCEDURE
This procedure for testing electric and hybrid vehicleswas prepared by the ERDA Division of Transportation EnergyConservation to standardize the procedures for testing veshyhicles It was followed by NASA in conducting the tests and in evaluating the performance of the vehicle described inthis report
PRECEDING PAGE BLANK HOT EMIW
65
CONTENTS
Page
10 Objective and Purpose 1
11 Objective and Purpose of the Project 4I
12 Objective and Purpose of the Test Procedure and Data
20 Test Procedure
21 Scope and Itemized Tests 2
22 Terminology 2
23 Vehicle Condition 3
24 Battery Condition 5
25 Environmental Conditions 5
26 Instrumentation 6
27 Data to be Recorded 7
28 Tests TO
281 Range at Steady Speed 10
282 Range on a Driving Cycle II
283 Acceleration on a Level Road 14
284 Gradeability Limit 15
285 Gradeability at Speed 16
286 Road Energy Consumption 17
287 Vehicle Energy Economy 20
288 Braking 21
289 Handling 27
APPENDIX I 4o
i
ENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONELECTRIC AND HYBRID VEHICLE TEST AND EVALUATION PROCEDURE
(ERDA-EHV-TEP)July 1977
10 Objective and Purpose
11 Objective and Purpose of the Project
The test project objective is to continually evaluate representat-ivestate-of-the-art electric and hybrid vehicles subsystems and componentsThe test results should
- Verify correct and add to the vehicle manufacturers data sheets
- Provide a common basis for cross comparison of vehicle
- design specifications
- purchase specifications
- technical papers
- engineering decisions
In addition the analyzed data and reports will be used for ERDA reshysearch and development program planning toward acceleration of componentand vehicle technology
12 Objective and Purpose of the Test Procedure and Data
The test procedure objective is to provide a standard approach fortesting which will allow performance characteristics of vehicles and in situcomponents to be measured on a common basis for cross comparison Vehiclecomparison is derived from the gross vehicle performance characteristics reshyduced to unitized form such as performance per cycle per ton mile or seatmile Powertrain performance projections are derived from the gross vehicleperformance and the associated component and subsystem efficiency resultsThe total results measure the vehicle state-of-the-art and develop a composhynent powertrain and subsystem information base from which to plan electricand hybrid vehicle research and development programs
20 Test Procedure
This ERDA test procedure uses and references the Society of AutomotiveEngineers Recommended Practice Electric Vehicle Test Procedure (SAE J227a)as a base to build a more detailed test procedure The ERDA Electric andHybrid Vehicle Test and Evaluation Procedure (ERDA-EHV-TEP) includes instrushymentation and procedures to collect powertrain powertrain component and
2
braking data The SAE J227a concentrates on the attributes of the grossvehicle system reserving subsystem and component testing to separate proshycedu res
21 Scope and Itemized Tests
The objective purpose and scope of this test procedure is detailedin Section 12 of this procedure The specific tests covered by this docushyment are
- Range at Steady Speed (Section 281)
- Range on a Driving Cycle (Section 282)
- Acceleration on a Level Road (Section 283)
- Gradeability Limit (Section 284)
- Gradeability at Speed (Section 285)
- Road Energy Consumption (Section 286)
- Vehicle Energy Economy (Section 287)
- Braking (Section 288)
- Handling (Section 289)
22 Terminology
221 Curb Weight - The total weight of the vehicle including batterieslubricants and other expendable supplies but excluding the driver passenshygers and other payloads
222 Drive Line Ratio - The motor shaft rpm divided by the rpm of thetraction wheels of the vehicle
223 Gradeability - The maximum percent grade which the vehicle cantraverse at a specified speed The gradeability limit is the grade uponwhich the vehicle can just move forward
224 Initial State of Charge (of Battery) - The amount of energy storedin the battery When practical the initial state of charge should be exshypressed as a percent of the capacity obtainable from a fully charged batterywhen discharged at a rate equivalent to the vehicle maximum cruise speed disshycharge rate
3
225 Projected Frontal Area - The total frontal area of the vehicle obshytained by projecting its image on a vertical plane normal to its direction of travel
226 Tractive Force - The force available from the driving wheels at thedriving wheel ground interface
227 Tire Rolling Radius - The effective radius of a tire when it is deshyformed by the weight of the vehicle ballasted to its rated gross vehicleweight (SAE J670c)
228 Maximum Cruise Speed - The highest vehicle speed sustainable for atleast 1 hour under specified environmental road test conditions startingwith a fully charged battery or such other maximum cruise speed as may berecommended by the vehicle manufacturer
229 Powertrain - The energy storage components (batteries etc) powerconditioning controls and propulsion unit (electric motor etc)
2210 Gross Vehicle Weight - The total weight of the vehicle includingbatteries lubricants expendable supplies driver passengers and otherpayload
2211 Vehicle Test Weight - The vehicle test weight is the vehicle weightduring testing including batteries lubricants expendable supplies driverpassengers and other payload
23 Vehicle Condition
Upon receipt of a vehicle it is to be inspected for visible damageDamage is to be photographed and reported immediately to the shipping companyto the manufacturer and to the ERDA program manager If the vehicle appearsto be in good condition-itis to be driven by test personnel for familiarizashytion with its handling and performance characteristics Wiring diagrams areto be studied and the propulsion system inspected to determine the appropriatelocations for test instrument and sensor locations
231 The vehicle shall be tested in its normal configuration with all norshymal appendages mirrors bumpers hubcaps etc The vehicle shall be testedat the manufacturers rated gross vehicle weight
232 The front wheel alignment shall be checked to ensure that it is setto the manufacturers specifications
233 The manufacturers recommended tires shall be used Tire pressures shall equal the vehicle manufacturers recommended values or pressures exceptthat tire pressures shall not exceed pressures recommended by the Tire and RimAssociation Tire tread shall not be worn to the point where the tread wearindicators are exposed
4
234 Normal manufacturers recommended lubricants shall be employed
235 Veh-icle cheeks preliminary to test-
2351 Ability to fully charge and equalize battery cells
2352 Draw the maximum vehicle manufacturer allowed load current butnot greater than 300 amperes from the fully charged batteries into a loadat battery terminals for 5 minutes while monitoring battery terminal intershyconnection temperatures Measurements can be made with a hand-held temperashyture monitor for the last 2 minutes or with temperature sensitive labelsIf any terminal or interconnect should exceed 60 degrees Celsius above amshybient or if any terminal temperature rises rapidly above the average ofthe others the test shall be terminated the terminal checked and repaired
2353 Tire pressure for possible air leaks
2354 All lights for proper function
2355 All brakes for drag air in hydraulic lines etc
2356 All safety equipment for proper function
2357 Weight of the vehicle without driver and test equipment and withthe fifth wheel off the scale but down
2358 Weight of the vehicle with the driver all the test equipment andballast weight to meet the manufacturers payload specifications The fifthwheel shall be up so it is included as part of the test equipment weight
2359 Calibration of the instrumentation package and recorder(s) installed
23510 Operation of the vehicle on short sample road tests simulating allprobable test conditions Check out all channels of the instrumentation package and recorder(s)
236 The vehicle shall be stored at an ambient temperature for sufficienttime to allow the power train and chassis to reach the temperature range of(5 to 32 degrees Celsius) 40 to 90 degrees Fahrenheit Battery electrolytetemperature must be below 90F when the tests begin
GVW (test weight) may vary plusmn 2 percent from manufacturers specifications Distribution of the test load shall be such that actual vehicle weight distribushytion (percent front versus percent rear) is also within 2 percent of the manufacturers specifications
5237 The vehicle track tests will be terminated when a vehicle failureoccurs that requires either (1)more than 24 hours to repair or (2)therepair results in modifications to the vehicle that significantly changethe performance of the vehicle
24 Battery Condition
241 Ifbatteries are new or have been subject to extended storage thebatteries shall be cycled per the manufacturers recommendation beforestarting tests
242 Full charge is to be established using manufacturers recommendedcharging procedure and equipment
243 For tests requiring an X percent discharged battery at the start(for example gradeability tests) the required initial state-of-chargewill be established as follows A Range at Steady State test shall beperformed at recommended maximum cruise speed and the end-point of rangedetermined as defined in Section 28122 and the amp hours taken fromthe battery measured To achieve X percent discharge of a fully chargedbattery the battery will be discharged by driving the vehicle at recomshymended maximum cruise speed or by discharging the battery through a loadat an equivalent constant power until X percent of the amp hours as detershymined above are removed from battery Tests conducted with the batterypartially discharged at the start must be initiated no longer than 10minutes after the desired initial state-of-discharge is reached
244 For tests inwhich the effects of battery initial state-of-chargeare to be investigated tests should be conducted with the propulsionbatteries at 0 percent 40 percent and 80 percent discharged
245 Capacity and Quality Verification - The battery shall be dischargedat the 3-hou r other manufacturers published rate (to 17 voltscellspecific gravity 1160 + 01 for lead acid) The capacity shall be within20 percent of the manufacturers capacity at the published rate to pass thistest A second cycle shall be run to verify the batterys quality
246 Before each vehicle test cycle (unless otherwise specified) leadacid batteries shall be fully charged and equalized If the specificgravity of any cell is 10 points below the battery manufacturers specifishycation for full charge the cell shall be checked and replaced if necessary(Equalization is normally determined by measuring the electrolyte specificgravity of all cells each hour during the finishing trickle charge Whenthe readings stay essentially constant the batteries are equalized)
25 Environmental Conditions
251 Ambient temperature during road testing shall be in the range of 5degrees to 32 degrees C (40 degrees to 90 degrees F) except short tests maybe conducted wherein the average temperature of the vehicle chassis and powershytrain does not exceed the prescribed temperature limits
6252 Road tests are to be performed on a road which is level to within + Ipercent and having a hard dry surface Tests shall be run in opposite dTrecshytions when they are performed on a road test route The direction of travelneed not be reversed when operating on a closed test track
2--53 The recorded wind speed at the test s-ite-during test shall not exceed16 kmh (10 mph) gusts shall not exceed 24 kmh (15 mph)
26 Instrumentation
261 Test Instrumentation - This section provides a list of-instrumentationrequired to perform the tests specified in this procedure The overall errorin recording or indicating instruments shall be no worse than + 2 percent ofthe maximum value of the variable to be measured (not including reading errors)Periodic calibration shall be performed and documented to insure compliance withthis requirement
262 General Instrumentation - The following classes of instruments are reshyquired for the purpose of tests outlined in this procedure
- AC watt-hour meter or watt-time recorder
- DC watt-hour meter or watt-time recorder
- Distance versus time recorder
- Tire pressure gauge
- Periodic ambient temperature measurements during tests
- DC watt meter (calculation isoption)
- Battery temperature indicator
- Battery voltage versus time
- Battery current versus time
- Motor shaft speed versus time or vehicle speed
- Motor input current versus time
- Motor input voltage versus time
- Stopwatch
- A suitable multichannel recording system
- A fifth wheel
- Humphrey instrumentation package or equivalent for handling tests in Section 289
- Periodic wind speed and direction measurement during tests
- Means for determining grades of test route segments
7
27 Data to be Recorded
271 General
2711
2712
Manufacturers specification sheet data
Vehicle identification
2713
2714
2715
Overall maximum dimension (including projected frontal area)
Weightshy curb weight and test weight to within + 2 percent
Battery
- Manufacturer
- Type and normal rating at specified discharge rate
- Previous history of the battery including chronological age number and nature of charge-discharge cycles serial numbers
- State of initial charge using the definition of percent chargepresented in Sections 243 and 244 Where meaningful other parameterssuch as open circuit voltage electrolyte specific gravity etc shall alsobe started
- Watt-hours consumed during test
- Power required during test
- Temperature at the start and the end of the test (either withshyin the electrolyte or at the cell terminal as appropriate)
- Recharge energy
- Recharge amp-hours
- Recharge time
2716 Motor type and rating
2717 Overall drive train ratio(s) available and those used during testplus vehicle manufacturers recommended shift points of manual transmission
2718 Tires manufacturer design size rolling radius measured at GVWand the pressure at the start and the end of the test
8
2719 Power required for individual accessories either measured or asspecified by vehicle manufacturer and times when each accessory was on duringthe test
27110 Environmental conditions
- Range of the ambient temperature during test
- Range of the wind velocities during test
- Range of the wind direction during test
- Presence of any precipitation during test
- Mean test site altitude relative to sea level
27111 Running surface
27112 Description of test route road class road surface type and conshydition (table 9 ofSAE J688) and the lengths and grades of the test route
27113 Date and the starting and ending times of test
27114 List of all instrumentation used in the test (manufacturer modelnumber serial number) and their last calibration date
27115 Any deviation from the test procedure and the reason for the deviashytion
272 Road Tests
2721 Range data shall be recorded and averaged for tests in oppositedirections when tests are run on a road test route The data reported shallbe the average of at least two test runs one in each direction The range ofthe test results and the number of test runs also shall be reported
2722 Power and energy data shall be recorded averaged and reported fromtwo test runs in opposite directions on the test route The power and energy transferred through the powertrain and through each of the components of thepowertrain shall be recorded
2723 Recharge energy into the battery charger and into the battery shallbe recorded averaged and reported for the two tests per cycle described in2722
9
2724 Battery voltage and current (power and energy) and the motorvoltage and current shall be recorded and repeat test runs averaged andreported as specified under the respective tests
2725 Perform the following checks prior to each day of testing
27251 Ensure that all fluid levels are as specified in the vehicle manufacturers log book Battery _ Brake _ Automatic Transmission Power Steering _ Other
27252 Check all electrical power connections for physical tightshy
ness and evidence of running hot
27253 Inspect tires for damage and wear
27254 Torque all wheel lug nuts to vehicle manufacturers recomshymended yalues
27255 Set tire pressures and record pressures on data sheets
27256 Ensure that the fifth wheel tire pressure meets manufacturersrecommendations
27257 Install tape in recorder and record reel number and tracksused on data sheet
27258 Record instrumentation channel identities
27259 Record driver and observer identities Weigh the test vehicleand record weight
272510 Record wind direction wind speed and ambient temperature(Do not undertake testingif wind speeds are greater than 10 mph or if gustsexceed 15 mph) Record wind direction velocity and ambient temperaturemidway through the test period and at the end of the test period
272511 Warm up and stabilize the electronics before beginning tests
272512 Obtain pretest zeros and electrical step calibrations Reshypeat at the completion of a series of tests or at the end of a test day
2726 Perform the following checks prior to each test
27261 Ensure that the proper or sufficient amount of charge is inthe battery
27262 Ensure that there is sufficient tape in the recorder
10
she27263
et Record run to be made direction and course on the data
2J4 Other pertinent checks and facts about the ze st
28 Tests
281 Range at Steady Speed
2811 Purpose of Test - The purpose of this test is to determine themaximum range an electric road vehicle can achieve on a level road at asteady speed
2812 Test Procedure - These road tests are to be conducted subject tothe test conditions and data requirements described in Sections 23 through27 Individual tests shall be started with the vehicle propulsion batteryin a full state of charge
28121 Road Tests - The vehicle shall be operated in a normal mannerand be accelerated under its own power to the preselected test speed Therange tests shall be continued without interruption at the preselected speedwhich is to be maintained to within + 5 percent until the vehicle reaches itsend of range as defined in Section 278122 The vehicle range shall be deshytermined as the average of two tests made around a closed test track or inopposite directions over a road test route The steady speed reported is to bethe average speed maintained over the distance traveled
28122 Selection of Test Speeds - The test speed selection depends onthe top speed capability of the vehicle The test speeds to be used are specshyified below in charted form The 25 mph (40 kmh) base speed agrees with acommonly used foreign reference speed whiIe 45 and 55 mph correlate with exshypressway speed limits In addition the range at the manufacturers recomshymended top speed is to be determined If a manufacturers recommendation isnot available the top speed will be defined as 95 percent of the minimumspeed of the vehicle when driven around the test track at wide open throttle
VEHICLE TEST SPEEDS
FOR SELECTION VEHICLE TOP SPEED CAPABILITY (MPH)
Mph (kmh) 25-34 35-44 45-54 55-64 65 amp Over
25 35 45
(40) (56) (72)
x x x
x x
x
X
x
X 55 (88) Manufacturers Recomshy
x
mended Top Speed orTop Speed as in 28122
determinedX X X X X
1I
28123 Definition of End of Range - The end of the driving range isreached when the vehicle speed falls below 95 percent of the initially proshygrammed steady speed or when such other vehicle performance limitation isreached as may be specified by the vehicle manufacturer For example ifcontinuing the range test might result in deleterious operation of the batshytery the vehicle manufacturer may relate the end of driving to some charshyacteristic of the battery such as terminal voltage under load
2813 Special Data Recording - Inaddition to recording the data specshyified in Section 27 the following special data shall be reported
28131 The test data shall be tabulated and also plotted as a curveshowing range as a function of vehicle speed The actual test points shallbe indicated on this curve
28132 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated at the first half-mile pointand at a point one-half mile from the end of range
28133 The factor(s) involved in determining the end of range asdefined in Section 28122 shall be reported
282 Range on a Driving Cycle
VehicleSpeed
V
hta T 6 tb4 ti
Time(s)
Figure 1 - VEHICLE TEST CYCLE SAE-J227a
NOTE The shaded band paths indicate that thevelocity profile is tolerant but thetime base is carefully stated as showninTable I
12
TABLE 1 - TEST SCHEDULE FOR REPEATABLE DRIVING PATTERN SAE-J227a
C DSchedule B
V 32 + 15 kmh 48 + 15 kmh 72 + 15 kmh
(20 + I mph) (30 + 1 mph) (45 + I mph)
ta 19 + 1 18 +2 28 +2
19+1 20+ 1 50+2t Cr
t 4+1 8+1 10+1Co
tb 5+1 9+1 9+I
25 + 2 25+ 2 25 + 2t i
T 72 + 3 80++3 122 +4
NOTE All times shown are in seconds
2821 Purpose of Test - The purpose of this test is to determine themaximum range traveled and the energy consumed by a test vehicle when operatedon a level surface in a definite repeatable driving cycle The driving cyclesdefined in this procedure are not necessarily intended to simulate a particushylar vehicle use pattern Rather it is the intent of this section to provide
standard procedures for testing electric road vehicles so that their performshyance can be cross compared when operated over a fixed driving pattern
2822 Definition of Test Cycles - Three test cycles are defined andshown to allow the vehicle to be tested under conditions which best match itsintended use The three test cycles all have the characteristics shown inFigure 1
where V = vehicle cruise speed - kmh (mph)ta = acceleration time - s tcr cruise time at speed V - stco= coast time - s tb = braking time to zero speed - st = idle time at zero speed - sTl = total cycle time - s
Values for the parameters of the three test cycles are presented in table 1
13
282Z1 Driving Schedule B - Schedule B is characterized by a cruisespeed of 32 kmh (20 mph) and is intended for use in testing a vehicle deshysigned for use on a fixed route with medium frequency stop and go operation(for example bakery truck shuttle bus postal delivery van etc)
28222 Driving Schedule C - Schedule C is characterized by a cruisespeed of 48 kmh (30 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route with medium frequency stop and gooperation (for example parcel post delivery van retail store deliverytruck etc)
28223 Driving Schedule D - Schedule D is characterized by a cruisespeed of 72 kmh (45 mph) and is intended for use in testing a vehicle deshysigned to be used over a variable route in stop and go driving typical ofsuburban areas (for example commuter car etc)
28224 Selection of Test Cycles - The test cycles to be selecteddepend on the acceleration and top speed capabilities of the vehicle Thecycles for selection are charted below
SAE J277a VEHICLE TOP SPEED (MPH)
TEST SCHEDULES 25-34 35-44 45-54 55-64 65 amp Over
B (20 mph) X X X X X
C (30 mph) X X (X) X)
D (45 mph) X X
2823 Test Procedures - The road tests defined in this procedure are tobe conducted subject to the test conditions and data requirements of Sections23 through 27 The tests are to be started with the battery fully chargedusing the vehicle manufacturers standard procedures
28231 Road Tests - The test vehicle shall be operated repeatedly andwithout interruption over the selected driving schedule on a level road ortest track until it reaches its end of range as defined in Section 28232The vehicle range shall be determined as the average of at least two tests
To be tested to D schedule if vehicle meets acceleration requirementsIf not the vehicle will be tested to C schedule
14
made around a closed test track or in opposite directions over a roadtest route The steady speed reported is to be the distance traveleddivided by the total elapsed time
28232 End of Range - The end of the driving range is defined asthe end of the driving cycle immediately preceding the cycle inwhich thevehicle either ceases to meet the requirements of the selected drivingschedule or reaches some other vehicle performance limitation specified bythe vehicle manufacturer For example if continuing the test might reshysult indeleterious operation-of the battery the vehicle manufacturermay relate the end of range to some battery characteristic such as itsvoltage under load
2824 Special Data Recording - In addition to recording the data specshyified in Section 27 the following special data shall be reported
28241 The range achieved the number of test cycles successfullycompleted and the test schedule used shall be recorded for each rangeachieved over at least two tests The number of tests and the spread ofthe data also shall be reported
28242 The battery voltage and current (power and energy) and themotor voltage and current shall be tabulated and also plotted as a functionof time and speed for the third cycle and the last complete cycle of thesetests
28243 The factor(s) used to define the end of range in Section28232 shall be identified and reported
283 Acceleration on a Level Road
2831 Purpose of Test - The purpose of this test is to determine themaximum acceleration the vehicle can achieve on a level road with the proshypulsion battery at various initial states-of-charge
2832 Test Procedure - The road tests defined in this section are tobe conducted subject to the test conditions instrumentation and data reshycording requirements of Sections 23 through 27
2833 Road Test Procedure
28331 A suitable straight paved test route shall be selectedupon which the vehicle can be safely accelerated to speeds near its peakspeed
15
28332 The test vehicle is to be accelerated from a standing startat its maximum attainable or permissible acceleration rate until eitherthe vehicles peak speed is reached or until a safe limit speed is attained
28333 At least two successive runs shall be made in opposite direcshytions over the test course to establish the vehicles maximum accelerationcharacteristics at each of the three battery states-of-charge specified inSection 24 The time interval from the end of one acceleration run to thebeginning of the next successive acceleration run at each battery state-ofshycharge shall not exceed 5 minutes
28334 Special Data Recording - In addition to recording the data specified in Section 27 the following special data shall be reported
283341 The vehicles acceleration characteristics shall betabulated and also plotted as speed versus time for each of the initial states-of-charge the data to be tabulated and plotted shall be the averageresults of two runs for that initial state-of-charge (see Figure 2)
283342 The battery current and the motor current shall be tabshyulated and also plotted as a function of time and of speed for the accelerashytion characteristics
284 Gradeability Limit
2841 Purpose of Test - The purpose of this test is to determine themaximum grade on which the test vehicle can just move forward
2842 Test Procedure - Direct measurement of the gradeability limiton steep test grades generally is impractical Therefore the gradeabilitylimit is to be calculated from the gross vehicle test weight and the measshyured tractive force delivered by the vehicle at a speed near zero
28421 The tractive force shall be measured on a suitable horizontalsurface and is the maximum force which can be maintained by the vehicle proshypulsion system for a period of 20 s while moving the vehicle at a minimumspeed of 16 kmh (I mph)
28422 The tractive force shall be determined for various batterystates-of-charge where the latter are defined in Section 24 and at the highesttransmission gear ratio (lowest speed)
28423 Because the high-rate discharge capability of batteries istime dependent two tractive force tests are to be made for each batterystate-of-charge The lower of the two tractive force measurements shall beused to determine the gradeability limit
I0 Dischaged
4~0Discharged
Discharged
40
CL n
VA I5 Dischscrged
-cI
Time SecondsTime Seconds
FIGUEFIGRE 2ACCELERATIONCHRTEIIS -ACCELERATIONCHRTEIIS
16
2843 Calculation of Gradeability Limit - The percent gradeability limit is to be determined using the following relationship
-l Percent Gradeability Limit = 100 tan (sin P
where P - measured traction force - kg (ib)
W = manufacturers rated gross vehicle weight - kg (lb)
2844 Special Data Requirements - The procedures just defined establishthe gradeability limit of the test vehicle as a function of the battery stateshyof-charge If the traction force is limited by slippage between the vehiclesdrive wheels and the road surface this fact should be recorded
2845 The battery voltage and current (power) and the motor voltage andcurrent shall be tabulated with the gradeability limit
285 Gradeability at Speed
2851 Purpose of Test - The purpose of this test is to determine the maxshyimum vehicle speed which can be maintained on roads having different gradesThe effect of battery state-of-charge on the vehicle capability is to bebrought out in these tests An analytical method using data collected inSection 283 Acceleration Characteristics on a Level Road is described
2852 Analytical Method - Using the speed-time data from the road testsof Section 2833 the vehicles acceleration characteristics shall be plottedas in Figure 3 for each state-of-charge Data for successive time intervalsthen are to be used to determine the vehicles average acceleration duringthe nth time interval
V V= n- n-lan tn shynan-tnI
when the vehicle has reached the average speed
- Vn Vnshy l
n2
The data derived from these calculations shall be tabulated and also plottedas average acceleration versus vehicle speed and a smooth curve shall bedrawn through the calculated points for each state-of-charge as shown in Figshyure 4 If the test vehicle is equipped with a recording accelerometer as well
17
as speedometer during the test of Section 2833 the information ofFigure 4 is obtained directly and can be plotted as illustrated Thepercent grade the vehicle is able to traverse at any selected speed isnow to be calculated us-ing -the following relationship
-Percent Gradeability at Speed = 100 tan (sin ] 00285a)
where a = vehicle acceleration at the selected speed - kmhs(mphs)
The constant 00285 in this equation becomes 00455 when the vehiclesacceleration is determined in English units of mphs
2853 Special Data Recording
28531 The calculated percent gradeability of the vehicle shallbe recorded for each test speed and for the three battery inertial statesshyof-charge specified in Section 244
28532 The battery voltage and current (power) and the motorvoltage and current shall be tabulated and also plotted in correspondencewith the gradeability at speed
286 Road Energy Consumption
2861 Purpose of Test - The purpose of this procedure is to determinethe power required and energy consumed at varying vehicle speeds to overshycome aerodynamic drag and rolling resistance
2862 Test Procedure - Vehicle road power and energy consumption atvarious steady speeds are to be determined from a coast-down test whichshall be performed in the following way
28621 Accelerate the test vehicle under its own power on a levelroad or test track to its maximum safe speed
28622 Disconnect the drive motor(s) where possible and allow thevehicle to coast freely to zero speed while recording vehicle speed versustime
28623 Repeat the coast-down test at least three times in oppositedirections over the road or track to compensate for the effects of windand grade Record wind direction and magnitude and grade direction andmagnitude for each run
28624 During the coast-down tests the powertrain loads which arecoupled to the wheels shall be minimized or removed If the vehicle has a
C
I7a
XDischarge
Vehicle Speed
FIGURE 4-VEHICLE MAXIMUM ACCELERATION) VERSUS VEHICLE SPEED
Vn-
SVn
tn- 1
Time Seconds
FIGURE 5 - VEHICLE SPEED VERSUSLIME DURING
COASTING
18
transmission then the motor shall be isolated from the drive line by placingit in neutral If the motor cannot be mechanically isolated then both thearmature and field of the motor shall be electrically open circuited A corshyrection factor descri-bed in paragraph 286-4- shall be used to- compensatefor those powertrain loads which cannot be removed easily
2863 Data to be Recorded
28631 The speed or deceleration of the vehicle shall be recordedas a function of time during the coast-down tests
28632 In addition to the general information to be recorded whichis specified in Section 27 any special modifications to the vehicle whichwere made to minimize powertrain loads during the coast-down tests as deshyscribed in the previous paragraph shall be recorded
2864 Data Reduction - The vehicle speed versus time data obtainedduring the coast-down tests shall be processed to establish an average coastshydown characteristic for the test vehicle This characteristic data shall betabulated and also plotted as shown in Figure 5
28641 Vehicle Road Load Power - The vehicle propulsion power reshyquired to overcome aerodynamic and rolling resistance is to be determinedfrom Figure 5 From this curve determine the vehicle speed Vn which occursat successive intervals of time tn The power required Pn to propel thevehicle at the average speed Vn
- V + VVn = n 2 n-l
then shall be determined from the following relationship2 -
P 386x10- W 1 n kW (n -I
where W Gross Vehicle Test Weight kgV Vehicle Speed kmht = Time s
The above equation yields the road load power in horsepower when the constant-in the equation equals 608 x 1o 5 and vehicle weight is in pounds Speed is
in miles per hour and time is in seconds
Motor windage and bearing losses etc are to be determined with the helpof the vehicle manufacturer
19
The calculated power required at each calculated average value of roadspeed shall be plotted as illustrated in Figure 6
28642 Vehicle Road Energy - The road energy consumed per kilometerin propelling the vehicle at steady speed also can be determined from thecoast-down characteristics previously plotted as Figure 5
Again using the vehicle speed Vn at successive time intervalstn the road energy consumed at the average speed Vn
n -Vn + Vn- ]
n 2
shall be determined by the following equation
(V -V ) E = 772xi0 5 W n- n kWh
(tn - tn- I ) km
where W = Gross Vehicle Test Weight kg V = Vehicle speed kmh
= t time s
The above equation yields the energy consumption per unitdistance5in kilowatt hours per mile when the constant in the equation equals907xlO and the vehicle weight is in pounds speed is in miles per hourand time is in seconds
The calculated road energy consumption per kilometer of travelfor each calculated average value of road speed shall be tabulated and alsoplotted as illustrated in Figure 7
28643 Alternate Procedures - The equations of paragraphs 28641 and 28642 use speed changes over fixed time intervals to determine anaverage deceleration rate The calculations therefore yield the averagevalues of power required and energy dissipated during each selected time inshyterval The average road power required and average road energy consumption were plotted in Figure 6 and Figure 7 against the average speed for each sucshycessive time interval If instantaneous values of vehicle acceleration areavailable from instruments which record acceleration directly then instantanshyeous values of dissipated energy and power required can be determined usingappropriate equations to produce the relationships illustrated in these figures
28644 Corrections for Powertrain Loads - The values determined usingthis procedure are to be the power required and energy dissipated external tothe vehicle by aerodynamic drag and rolling losses Corrections therefore must be made to the values of energy and power determined in paragraphs
19a
W
-D
0 -
0u 0
L
O
Vehicle Speed
FIGURE 6-ROAD POWER VERSUS VEHICLE SPEED
0
0
0
Vehicle Speed
FIGURE 7 - ROAD ENERGY CONSUMPTION VERSUS
VEHICLE SPEED
20
28641 and 28642 to compensate for those powertrain loads which couldnot be eliminated during the coast-down tests Specifically the windage andfriction losses in the motor and driveline may be significant if they cannotbe decoupled In this case data describing the windage and friction lossesof each component are to be obtained from the component manufacturer Gearratios in the driveline then are to be used to relate component speeds tovehicle speed power required and energy dissipated in the driveline estabshylished as a function of vehicle speed These data can be used to correctvalues of road energy and power previously obtained and the corrected energyand power curves plotted in a manner similar to Figures 6 and 7
287 Vehicle Energy Economy
2871 Purpose of Test - The purpose of this test is to define a measureof the overall energy economy of an electric vehicle and to define proceduresfor its evaluation
2872 Definition of Energy Economy - Energy usage involves the processof charging the battery as well as the consumption of this stored energy forvehicle propulsion Because the vehicle user pays for charging energyvehicle energy economy is here defined as the vehicle range in various opshyerating modes divided into the AC energy required to return the battery toits original state-of-charge The vehicle energy economy therefore is deshyfined as follows
Vehicle Energy Economy = AC energy to recharge battery kWh Range in prescribed driving mode mi
2873 Test Procedure - Tests for determining vehiclerange at steadyspeed and vehicle range over a definite repeated driving cycle have beendefined in Sections 281 and 282 respectively Both of these rangetests are to be used to establish values for vehicle energy economy
28731 Vehicle manufacturers recommended procedures shall be usedto charge the battery to full capacity both before and after the selectedrange tests
28732 A watt-hour meter shall be installed across the AC energy source used to charge the battery and the total energy consumed to returnthe battery to full charge shall be measured following the range test
2874 Data Recording -The range of the vehicle at steady speed orits range over a repeated driving cycle is to be divided into the AC enshyergy required to return the battery to its initial state-of-charge as
21
defined above This quotient shall be reported as the energy economy ofthe electric vehicle under the particular conditions of the range testFor the case of the continuous speed driving mode and for the case of therepeatable dri-ving pat-tern the results should be presented in tabularform for the driving modes tested
288 Braking
This section ismade up of excerpts from the Federal Motor VehicleSafety Standards No 105-75
2881 Purpose of the Tests - The purpose of these tests is to determinethe vehicles braking capability and performance under normal and emergencyconditions This includes stopping distance on dry pavement and also vehiclesafety while braking in turns on wet and dry pavement
2882 Test Procedure - Each vehicle shall be capable of meeting all therequirements of the stopping distance when tested according to the proceduresand in the sequence set forthbelow without replacing any brake system partor making any adjustments to the brake system other than as permitted in burshynish and reburnish procedures Automatic adjusters may be locked out acshycording to the manufacturers recommendation when the vehicle is preparedfor testing If this option is selected adjusters must remain locked outfor entire sequence of tests A vehicle shall be deemed to comply with thestopping distance requirements if at least one of the stops at each speed andload specified is made within a stopping distance that does not exceed thecorresponding distance specified in the table shown in Section 2884
2883 Road Test Procedure
28831 Pretest Instrumentation Check - Conduct a general check of inshystrumentation by making not more than 10 stops from a speed of not more than 30 mph or 10 snubsfrom a speed of not more than 40 to 10 mph at a decelerashytion of not more than 10 fpsps If instrument repair replacement or adjustshyment is necessary make not more than 10 additional stops or snubs after such repair replacement or adjustment
28832 Service Brake Systems Test - This is a pre-burnish brake efshyfectiveness test It is intended that this test be conducted after the reshyquired B C andor D cycle tests Also it is intended that thesetests be conducted after a number of snubs equivalent to Section 28831The tests are Make six stops from 30 mph then make six stops from themanufacturers recommended maximum speed but no greater than 60 mph
28833 Braking in a Turn Test
A snub is a speed change from a higher speed to a lower speed throughbraking
22
288331 Braking in a Turn on Dry Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 3gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
288332 Braking in a Turn on Wet Pavement - Drive the vehicle ina circle that will produce a lateral acceleration (Table 28836) of 2gusing the top speed as determined in 28122 but no greater than 60 mphApply maximum braking but make sure that lockup does not occur on more thanone wheel per axle Under these conditions the vehicle should continue tonegotiate the same circular path and be controllable within a 12-foot widelane This test is to be repeated three times for right turning and leftturning
28834 Service Brake Water Recovery Test - The service brakes shallbe capable of stopping each vehicle in a water recovery test as specifiedbelow Preceding the brake water recovery test three baseline check stopsshall be made from 30 mph at 10 fpsps The speed stopping distance andcontrol force shall be documented The control force used for the baselinecheck stops shall be not less than 10 pounds nor more than 60 pounds exshycept that the control force for a vehicle with a GVW of 10000 pounds ormore may be between 10 and 90 pounds
(a) After being driven for 2 minutes at a speed of 5 mph in any comshybination of forward and reverse directions through a trough having a waterdepth of 6 inches each vehicle with a GVW of 10000 pounds or less shallbe capable of making five recovery stops from 30 mph at 10 fpsps for eachstop with a control force application that falls within the following maxshyimum and minimum limits
(1) A maximum for the first four recovery stops of 150 poundsand for the fifth stop of 45 pounds more than the average control forcefor the baseline check (but in no case more than 90 pounds except thatthe maximum control force for the fifth stop in the case of a vehicle manshyufactured before September 1 1976 shall be not more than plus 60 poundsof the average control force for the baseline check (but in no case morethan 110 pounds)
(2) A minimum of the average control force for the baselinecheck minus 10 pounds or the average control force for the baseline checktimes 060 whichever is lower (but in no case lower than 5 pounds)
28835 Parking Brake Test - The parking brake tests for any vehicle on different grades in different directions and for different loads may be
23
conducted inany order The force required for actuation of a hand-operatedbrake system shall be measured at the center of the hand grip area or at adistance of 1 12 inches from the end of the actuation lever
288351 Test procedure for requirements in 288353
2883511 Condition the parking brake friction elements so thatthe temperature at the beginning of the test is at any level not more than150 0F (when the temperature of components on both ends of an axle are avershyaged)
2883512 Drive the vehicle loaded to GVW onto a 30 percentgrade (288353) with the longitudinal axis of the vehicle in the direcshytion of the slope of the grade stop the vehicle and hold it stationary byapplication of the service brake control and place the transmission inneutral
2883513 With the vehicle held stationary by means of the servshyice brake control apply the parking brake by a single application of theforce specified in (a)or (b) except that a series of applications to achievethe specified force may be made in the case of a parking brake system designthat does not allow the application of the specified force in a single applicashytion
(a) In the case of a passenger car not more than 125 pounds for afoot-operated system and not more than 90 pounds for a hand-operated system
(b) In the case of a school bus not more than 150 pounds for afoot-operated system and not more than 125 pounds for a hand-operated system
Following the application of the parking brake release all force on the servshyice brake control and commence the measurement of time if the vehicle remainsstationary If the vehicle does not remain stationary reapplication of theservice brake to hold the vehicle stationary with reapplication of a forceto the parking brake control at the level specified in (a)or (b)as approshypriate for the vehicle being tested (without release of the ratcheting orother holding mechanism of the parking brake) may be used twice to attain astationary position
2883514 Following observation of the vehicle in a stationarycondition for the specified time in one direction repeat the same test proshycedure with the vehicle orientation in the opposite direction on the specshyified 30 percent grade
24
288352 Alternate test procedure for requirements of 288353
(a) Check that the transmission must be placed in park position torelease key
(b) Test as in 288351 except in addition place the transmissioncontrol to engage the parking mechanism
(c) Test as in 288351 except on a 20-percent grade with theparking mechanism not engaged
288353 Parking Brake System Requirements - Each vehicle shall bemanufactured with a parking brake system of a friction type with a solely mechshyanical means to retain engagement when tested according to the procedures specshyified in 288341 and 2 and meet the requirements specified below as approshypriate with the system engaged
(a) In the case of a passenger car with a force applied to the conshytrol not to exceed 125 pounds for a foot-operated system and 90 pounds for ahand-operated system
(b) In the case of a school bus with a force applied to the controlnot to exceed 150 pounds for a foot-operated system and 125 pounds for a handshyoperated system
2883531 Except as provided in the parking brake system on avehicle with a GVW of 10000 pounds or less shall be capable of holding thevehicle stationary (to the limit of traction on the braked wheels) for 5minutes in both a forward and reverse direction on a 30-percent grade
2883532 A vehicle of a type described in previous paragraphat the option of the manufacturer may meet the requirements below instead ofthe requirements of the previous paragraph if
(a) The vehicle has a transmission or transmission control whichincorporates a parking mechanism
(b) The parking mechanism must be engaged before the ignition keycan be removed The vehicles parking brake and parking mechanism when bothare engaged shall be capable of holding the vehicle stationary (to the limitof traction of the braked wheels) for 5 minutes in both forward and reversedirections on a 30-percent grade
The vehicles parking brake with the parking mechanism notengaged shall be capable of holding the vehicle stationary for 5 minutes inboth forward and reverse directions on a 20-percent grade
25
2883533 The parking brake system on a vehicle with a GVWgreater than 10000 pounds shall be capable of holding the vehicle stashytionary for 5 minutes in both forward and reverse directions on a 20shy
--percent- grade
TABLE 28836 - LATERAL (g) FORCES AS A FUNCTIONOF VEHICLE VELOCITY AND TURNING RADIUS
Vehicle Velocity Lateral (g)Acceleration
2 3 4 6
(MPH) FTSEC (FTSEC) 2 RADIUS FOR TURNING VEHICLE
20 2932 860 132 88 66 44
25 3665 1343 207 138 104 69
30 4398 1934 298 199 149 100
375 5497 3022 470 314 235 157
45 6597 4352 672 466 336 233
Manufacturers Maximum V2 V2 V2 V2
Recommended Speed 2G 3G TG T
55 8063 6501 1003 669 502 334
60 8796 7737 1194 796 597 398
G = 32174 ftsec2
26
TABLE 2884 - STOPPING DISTANCES
Vehicle Test Stopping Distance in FeetSpeed (mph) Pre-Burnish Effectiveness Tests
and Spike Effectiveness Tests
(a) (b) (c)
30 57 69 88
35 74 110 132
40 96 144 173
45 121 182 218
50 150 225 264
55 181 272 326
60 216 323 388
Note (a) Passenger cars
(b) Vehicles other than passenger cars with GVW of 10000 poundsor less
(c) Vehicles other than passenger cars with GVW greater than10000 pounds
Ni
27
289 Handling - The purpose of this test section is to determine theturning diameter and the stability of the vehicle in turning and maneaushyvering situations
2891 Minimum Turning Diameters - Perform this test on a skid pador other flat and dry pavement surface
28911 Minimum Left Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel left to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
28912 Minimum Right Turning Diameter - With the vehicle speedat approximately 1 mph (16 kmh) turn the steering wheel right to itsmaximum extent and complete two revolutions of driving the vehicleMeasure the diameter of the circle described
2892 Steady State Yaw Response - This is an optional test and is to be performed only when called out to be done in the test plan For thistest the vehicle is to be brought up to speed on a tangent to a constantradius course and at the tangent it is to be turned onto the circumferenceThe turn will continue and data will be recorded in the steady state conshydition Three clockwise and three counter-clockwise test runs will bemade at each of three velocities (25 375 and 45 mph) and two lateral acshycelerations (04 and 06g) for a total of 36 test runs
Test Facilities Preparation28921
289211 Record the value and the test date of the current skid number measurements applicable to the courses to be used If notavailable measure the skid number
289212 Ensure that the marking on the 100 foot-radius and238 foot-radius circles provides adequate visual contrast Mark the testinitiation points with cones
289213 Prepare the remaining test courses by measuring andmarking the non-surveyed courses Mark the turn initiation points withcones
28922 Test Vehicle Preparation - In addition to the vehiclepreparation schedules in Sections 23 24 and 27 the followingpreparations are required
28
289221 Install and check out the steering machine if it wasnot done previously
289222 Calibrate the steering machine by driving on a markedradii at speeds that will yield lateral accelerations of 04 and 06g Conshystruct a calibration plot whereby the required steering wheel angle may beread as a function of path radius for the two lateral accelerations
289223 Install and check out instrumentation as required
28923 Test Performance Sequence - On the way to the track skidpad warm up and stabilize the electronics Start the spin motors on thestabilized platform uncage and erect to horizontal position (HunphreyPackage or equivalent) Set steering machine to the angle and directionrequired for the test Record run direction course radius and nominallateral acceleration on the test data sheet
289231 Drive vehicle onto the track to approach the turninitiation point at the required speed
289232 Turn on the tape recorder and steering machine readyswitch 5 seconds prior to reaching turn initiation point
289233 At turn initiation point operate the master startswitch which marks the test start and engages the steering machine
289234 Record data-for 5 seconds unless limited to shorterdurations by skid pad bounds (A lower run time limit of 3 seconds willbe observed)
289235 At the conclusion of the run shut off the master switch and take over steering to remain on the paved surface
289236 Shut off the tape recorder 2 seconds after the turn
is completed
289237 Repeat steps 1 through 6 in opposite direction
289238 Repeat steps 1 through 7 two more times for each speed and lateral acceleration-combination
28924 Data Analysis - Average yaw-rate-front wheel angle between 00 and 30 seconds will be determined for each test run The three data
29
points at each combination of test velocity radius and turn direction willthen be averaged and plotted on a second-degree curve by the method of leastsquares
90
10800____ ____ ___P
LU
Lii Ushy
tn
U)i ___
=40
ltr(ltL
047 9 40587 3 80FTSE
X3
-20
2 0 20_ 304 __0 5 o
The computation of a calculated lateral g based on the measshyured velocity and the nominal turn radius will also be provided
A statistical analysis of the data will be performed to deshytermine the mean value standard deviation and tolerance interval of the yawratefront wheel angle data for each test condition (Tolerance interval isdefined as a 90-percent confidence that 90 percent of the samples are withinthe interval)
30
28925 Data Acquisition System - Data will be tape recorded onshyboard The block diagram shown in Figure 9 represents a data acquisitionsystem arrangement
VEHICLE POWER
12 VDC
3 AXIS PLAT-FORM POSITION BATTERY
CONTROL ANGLES PACK PANEL YAW RATE 28 VDC
ACCELERATIONS
FRONT WHEEL ANGLEPANELEx CONTROLIAE DISCRETE EVENTGENERATION REMOTETAPE(CONTROL SIGNAL RECORDERPANEL) CONDI-
TIONING__________M ODULE
BATTERY MOUEBATTERYPACK MASTER TIME PACK 24PACK BASEBS28 VDC
FIFTH U WHEEL DISPLAY
Figure 9 - Data Acquisition Setup for Handling Test Series
A control console will provide remote operation of the taperecorder and visual displays of test control test status and equipment statusparameters The visual displays will consist of an analog readout of requiredtest control parameters (velocity and yaw rate) and a readout of test-starttime and test-stop time The control console will accept inputs from the
31
Remote Signal Conditioning Module (RSCM) or directly from the transducer asillustrated in Figure 10
PARAMETERS TO REMOTE SIGNALTAERCDRBE RECORDED CONDITIONING SANGAMO
MODULE SABRE III
PARAMETERS TO BE DISPLAYED VISUALLY CONTROL VISUAL
i -CONSOLE DISPLAYS
IRIG A TIME CODEGENERATOR
Figure 10 - Accident Avoidance Test Control Setup
The RSCM will provide all signal conditioning electricalcalibration and amplification for recording onto the magnetic tape EachRSCM can handle 14 data channels and will provide an FMFM multiplexed signalas output Figure 11 shows the system diagram defining the RSCM
Data will be recorded with a Sangamo Sabre III (or equivalent)tape recorder with 14 direct record amplifiers A special modification proshyvides control of each individual amplifier allowing track-by-track selectionof the recording heads thus minimizing tape changes by allowing multiple setsof data to be recorded on successive passes of the same tape
28926 Test Requirements
289261 Evaluation Criteria - In response to a steering input forwhich the lateral acceleration is O4g plusmn 002 the vehicle must
32
2892611 Maintain a steady state yaw response at forward velshyocities of 367 feet per second (25 mph) 5497 feet per second (375 mph)and 6597 feet per second (45 mph) within the envelope defined in Figure 8
2892612 Within this envelope the specific vehicles responsecurve must be concave downward at all points Similar response curves obshytained with different lateral accelerations shall exhibit the same charactershyistic shapes In relation to the O4g yaw response curve on Figure 8 coordishynates as lateral acceleration increases from O4g the yaw response curveshall move downward progressively
289262 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package defined in Table 28927 is installed in thevehicle for this test series Channels 1 2 3 4 5 8 9 and 12 will berecorded continuously Data such as run direction and nominal yaw rate willbe recorded manually in the run record log sheets
289263 Facilities and Equipment - The radial arc requirementsfor each of the 12 test conditions are shown in Table 28928 The arcpaths are shown in Figure] 4the values in the shaded portion of Table28928can be accomplished in full circles During the tests at thelarger radii the vehicle will accelerate on the loop portion of the trackThe resultant partial radii test parameters are shown in Table 28929The values shown include a margin for marking a decelerating turn on the 300 foot outside radius of the skid pad at the end of the test For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The shaded areas in Figure14 are available as overruns
2893 Transient Yaw Response - This is an optional test and is to beperformed only when called out to be done in the test plan For this testthe vehicle is to be brought up to test speed on a tangent to a constantradius course and at the tangent point the vehicle is to be turned ontothe circumference The turn is to continue and data is to be recordedthrough the transient into the resultant steady state condition Fiveclockwise and five counterclockwise test runs are to be made at each oftwo velocities (25 and 45 mph) with a lateral acceleration of 04g for atotal of 20 test runs
28931 Test Facilities Preparation (See 28921)
28932 Test Vehicle Preparation (See 28922)
VISUAL DISPLAYS
14-
DC DIFFERENTIALAMPLIFIERS
- -Jk14 + VOLTAGE
CONTROLLED BRIDGE BALANCING OSCILLATORS
(vco) cn +
ISOLATED REGULATED - I BRIDGE EXCITATIONDI I
(MINUS INPUT)
I 28V BATTERY
DOUBLE SHUNT CALIBRATION
I -oo0 -5o 0 so 1loot
TPRECORDER
MULTIPLEXEDBUS SIGNAL
CONDITIONER
Figure 11 - Remote Signal Conditioning Module (RSCM)
TABLE 28927 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference Number (l)
Q
O
Q Q 6
7
Q
Q
10
11
Measurand
Vehicle Velocity
Longitudinal Acceleration
Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
Roll Angle
Pitch Angle
Steering Wheel Angle
Front Wheel Angle
Throttle Position
Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometerServo Force
Accelerometer
Rate Gyro
Position Gyro
Position Gyro
PositionGyro
10 Turn Precision Potentiometer
Linear Potenti-ometer
Linear Potenti-
ometer
Precision Spring Scale
Switch
Instrument Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey
Hunphrey
Helipot
Houston Scientific
Bourns
Chatillon
Not Applicable
Model Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1
18-0902-1
Series
18OO-1O-B
20015
64801
None
Not Applicable
Full-Scale Range
150 ftsec
+1OG
+IOG
+40sec
+178-
+300
+300
+18000
+50 in
25 in
45 lb
Not Applicable
TransducerAccuracy
+015 ftsec
+001G
+OOIG
+06degsec
+020
+020
+020
+250
+005 in
+005 in
+003 lb
NotApplicable
(1) Data to be recorded continuously is circled
35
TABLE 28928 TEST CONDITIONS FOR STEADY STATE YAW RESPONSE TEST TURN RADII (FT)
Lateral Acceleration (g)Velocity(mph) 02 04 0625 207 100 69375 470 238 157
45 672 336 233
55 1003 502 334
Shaded values will be accomplished with complete circles
TABLE 28929 PARTIAL RADII RESULTANT TEST PARAMETERS
Path TimeV (mph) R (ft) Length (ft) (sec)
375 470 785 14345 336 699 106
45 672 1306 198
55 334 54o 6755 502 613 76
55 1003 726 90
207R 157R233R 1--99R238R-shy
336R L 334R
Figure - 12 Skid Pad Steering Performance Trajectories
36
28933 Test Performance Sequence - See 28923 except for289238 The instruction for the transient yaw test should readRepeat steps 1 through 7 four more times for each 9peed at the latshyeral acceleration of 04g
28934 Data Analysis - Yaw Rate - front wheel angle (percentof steady state) ratio will be calculated for each run at 01 secondintervals The five data points at each of the four combinations ofturn direction and test velocity will then be averaged and a secondshydegree curve plotted by the method of least squares
A statistical analysis of the transient yaw data at the specificationlimit breakpoints (02 04 08 16 seconds and peak overshoot time)will be performed to determine the mean value standard deviation andtolerance interval for each test condition (Tolerance interval isdefined as a 90 percent confidence that 90 percent of the samples arewithin the interval)
37
180
160--70 NP
140
C)
C4
LU Ini W 120 ACCEPTABLE
S 100
o
- 80 LiLC
6o
04
LU
H 40
0 4 08 12 6 20 24 28
TIME - SECONDS
Figure 13 - Transient Yaw Response Versus Time
The computation of a calculated lateral g based on the measured velocity
and the nominal turn radius will also be provided
38
28935 Data Acquisition System (See 28925)
28936 Test Requirements
289361 Evaluation Criteria - The transient yaw response shallbe within the envelope described in figure 13 In this figure the uppercurve is the upper limit for a test speed of 45 mph while the lower curveis a lower limit for a test speed of 25 mph In addition the initiationtime (TO) is defined as the instant at which 50 percent of the requiredsteering wheel deflection has been accomplished
289362 Data and Instrumentation Requirements - The HandlingTest Instrumentation Package described in table 28937 will be installedin the vehicle for this test Channels 1 2 3 4 5 8 9 and 12 willbe recorded continuously Data such as run direction and nominal yaw ratewill be recorded manually in the run record log sheets
289363 Facilities and Equipment - A skid pad will be utilized(as shown in figure 14) During the tests on the larger radius the vehishycle will be accelerated on the loop portion of the track For clarityonly one of the two directions is shown the alternate direction is obtainedby symmetry The courses shown are indicated by flat markers placed on thepavement The shaded areas in figure 14 are available as overruns
336R -ACCELERATION PATH FOR 25 MPH TRAN-SIENT YAW TEST
100 FT
Figure 14 - Skid Pad Showing Steering Performance Trajectories
TABLE 28937 - HANDLING TEST INSTRUMENTATION PACKAGE
Data ItemReference
Number (1 Measurand
O Vehicle Velocity
Longitudinal Acceleration
O Lateral Acceleration
Vehicle Yaw Rate
Vehicle Heading Angle
6 Roll Angle 7 Pitch Angle
Steering Wheel Angle
Front Wheel Angle
10 Throttle Position
11 Steering Wheel Torque
Time Marker
Type Transducer
Fifth Wheel
Servo Force BalanceAccelerometer
Servo Force Accelerometer
Rate Gyro
Position Gyro
Position Gyro Position Gyro
10 Turn Precision
Linear Potenti-
ometer
Linear Potenti-
ometer
Precision Spring
Scale
Switch
Instrument
Manufacturer
Labeco
Kistler
Kistler
Hunphrey
Hunphrey
Hunphrey Hunphrey
Helipot
Houston
Scientific
Bourns
Chatillon
Not
Applicable
Model
Number
TT481
3036
3036
RG51-0343
18-0902-1
18-0902-1 18-0902-1
Series
1800-10-B
20015 64801
None
Not Applicable
Full-Scale
Range
150 ftsec
+IOG
+IOG -
+400sec
+1780
+300
+300
+18000
+5Oin
25 in
45 lb
Not Applicable
Transducer
Accuracy
+015 ftsec
+OOIG
+OOG
+060 sec
+02
+-020
+020
+250
+005 in
+005 in
+003 1b
NotApplicable
(1) Data to be recorded continuously is circled
40
APPENDIX 1
VEHICLE SUMMARY DATA SHEET
1 Vehicle Manufacturer Name and Address
2 Description Model Name and Number Identification Number BriefExplanation of the Vehicles Operating Features Powertrain DrivetrainRegenerative Braking etc
3 Price and Availability
4 Vehicle Weight
41 Curb Weight
42 Gross Vehicle Weight
43 Cargo
44 Passengers
45 Payload
5 Vehicle Size
51 Wheelbase
52 Length
53 Width
54 Head Room
55 Leg Room
56 Number of Seats
6 Auxiliaries and Options
61 Lights Number Type and Function
62 Windshield Wipers
41
63 Windshield Washers
64 Defroster
65 Heater
66 Radio
67 Fuel Gauge
68 Amperemeters
69 Tachometer
616 Speedometer
611 Odometers
612 Right or Left Hand Drive
613 Transmission
614 Regenerative Braking
615 Mirrors
616 Power Steering
617 Power Brakes
618 Other
7 Batteries
71 Propulsion Batteries
711 Type and Manufacturer
712 Number of Modules and Serial Numbers
713 Number of Cells
42
714 Operating Voltage
715 Capacity
716 Size
717 Weight
718 History Age Cycles etc
72 Auxiliary Battery
721 Type and Manufacturer
722 Number of Calls
723 Operating Voltage
724 Capacity
725 Size
726 Weight
8 Controller
81 Type and Manufacturer
82 Voltage Rating
83 Current Rating
84 Size
85 Weight
9 Propulsion Motor
91 Type and Manufacturer
92 Insulation Class
93 Voltage Rating
94 Current Rating
43
95 Horsepower (Rated and Max 5 Min Rating)
96 Size
97 Weight
98 Rated Speed and Maximum Speed
10 Battery Charger
101 Type and Manufacturer
102 On or Off Board Type
103 Input Voltage Required
104 Peak Current Demand
105 Recharge Time
106 Size
107 Weight
108 Automatic Turnoff Feature
11 Body
111 Type and Manufacturer
112 Materials
113 Number of Doors and Type
114 Number of Windows and Type
115 Number and Type of Seats
1i6 Cargo Space Volume
117 Cargo Space Dimensions
12 Chassis
121 Frame
1211 Type and Manufacturer
44
1212 Material
1213 Modifications
122 Springs and Shocks
1221 Type and Manufacturer
1222 Modifications
123 Axles
1231 Type and Manufacturer
1232 Front
1233 Rear
124 Transmission
1241 Type and Manufacturer
1242 Ratios
1243 Driveline Ratio
125 Steering
1251 Type and Manufacturer
1252 Ratio
1253 Turning Diameter
126 Brakes
1261 Front
1262 Rear
1263 Parking
1264 Regenerative
127 Tires
1271 Type and Manufacturer
1272 Size
1273 Pressure
1274 Rolling Radius
45
13 Performance Data
Date Taken
Ambient Conditions
Comments and Observations
131 Manufacturer Specified Maximum Speed
132 Manufacturer Recommended Maximum Cruise Speed
133 Tested at Cruise Speeds
134 Range on Tested Cruise Speeds
135 Tested on Driving Cycles
136 Range on Tested Driving Cycles
137 Acceleration to Maximum Speed
138 Acceleration to Recommended Cruise Speed
139 Acceleration to 20 30 45 mph Cycle Speeds
1310 Gradeability Limit
1311 Gradeability at 20 30 45 and Cruise Speed
1312 Road Energy Consumption at 20 30 45 and Cruise Speed
1313 Vehicle Energy Economy on All Cruise Speeds
1314 Vehicle Energy Economy Driving Cycles
1315 Braking Safety in a Turn on a Dry Pavement
1316 Braking Safety in a Turn on a Wet Pavement
1317 Stopping Distance from 30 mph and Maximum Cruise Speed on Wetand Dry Pavement
1318 Handling Safety in Steady State Yaw Response (Optional Test)
1315 Handling Safety in Transient Yaw Response (Optional Test)